rafru^ 

University  of  California  •  Berkeley 

Purchased  from  the  fund  established  by 
Evelyn  Hemmings  Chambers,  U.C.  1932 

in  memory  of  her  husband 
JERRY  GAMBLE  CHAMBERS,  U.C.  1928 


BALDWIN  LOCOMOTIVE  WORKS, 


ILLUSTRATED  CATALOGUE 


-OF- 


LOCOMOTIVES. 


BURNHAM,  PARRY,  WILLIAMS- &  CO, 


PHILADELPHIA, 


GEORGE  BURNHAM, 
CHARLES  T.  PARRY, 
EDWARD  H.  WILLIAMS, 


WILLIAM     P.    HENSZEY, 
EDWARD     LONGSTRETH, 
JOHN    H.    CONVERSE. 


SECOND     EDITION. 


PHILADELPHIA: 
J.  B.  LIPPINCOTT  &  CO; 

1881. 


INDEX 


PAGE 

SKETCH  OF  THE  BALDWIN  LOCOMOTIVE  WORKS  .... 
CIRCULAR  ....... 

CLASS  DESIGNATIONS 

59 

CATALOGUE. 

LIGHT  PASSENGER  LOCOMOTIVES,  "AMERICAN"  TYPE    ...  g, 

PASSENGER  AND  FREIGHT  LOCOMOTIVES,  "AMERICAN"  TYPE  .  .  gq 

FAST  PASSENGER  LOCOMOTIVES 

79 

FREIGHT  AND  MIXED  TRAFFIC  LOCOMOTIVES,  "  TEN- WHEELED"  TYPE      .  gr 

LIGHT  FREIGHT  LOCOMOTIVES,  "MOGUL"  TYPE 
FREIGHT  LOCOMOTIVES,  "MOGUL"  TYPE        ... 

FREIGHT  LOCOMOTIVES,  "CONSOLIDATION"  TYPE  .  .  Io- 

SWITCHING  LOCOMOTIVES,  FOUR-WHEELS-CONNECTED  .  I2I 

SWITCHING  OR  LOCAL  SERVICE  LOCOMOTIVES,  FOUR-WHEELS-CONNECTED  AND  LEADING 
PONY-TRUCK     ...... 

SWITCHING   OR    LOCAL    SERVICE    LOCOMOTIVES,   "FORNEY"   TYPE,   FOUR-WHEELS-CON- 
NECTED AND  TRAILING  PONY-TRUCK       .....  12Q 

SWITCHING    OR    LOCAL    SERVICE    LOCOMOTIVES,   "FORNEY"   TYPE,    FOUR-WHEELS-CON- 
NECTED AND  TRAILING  FOUR-WHEELED  TRUCK       ...  I^o 
SWITCHING  OR  LOCAL  SERVICE  LOCOMOTIVES,  "  DOUBLE-£NDER"  TYPE     .                               j^ 
LOCAL  PASSENGER  LOCOMOTIVES,  "DOUBLE-ENDER"  TYPE        .                                                 r,g 
SWITCHING  OR  FREIGHT  LOCOMOTIVES,  Six- WHEELS-CONNECTED    .                                         I47 
SWITCHING  OR   FREIGHT  LOCOMOTIVES,  Six- WHEELS-CONNECTED  AND  TRAILING  PONY- 
TRUCK  .                                                                                                                                       r,8 

.  140 

SWITCHING  OR  FREIGHT  LOCOMOTIVES,  Six- WHEELS-CONNECTED  AND  TRAILING  FOUR- 
WHEELED  TRUCK  ......  14g 

SWITCHING  OR  FREIGHT  LOCOMOTIVES,  "FORNEY  TYPE,"  Six- WHEELS-CONNECTED  AND 

TRAILING  FOUR-WHEELED  TRUCK  .  .  .  I4g 

INCLOSED  NOISELESS  SWITCHING  LOCOMOTIVES         ...  c 


r 


SKETCH 


OF    THE 


BALDWIN  LOCOMOTIVE  WORKS, 


THE  BALDWIN  LOCOMOTIVE  WORKS  dates  its  origin  from  the  inception  of 
steam  railroads  in  America.  Called  into  existence  by  the  early  requirements 
of  the  railroad  interests  of  the  country,  it  has  grown  with  their  growth  and  kept 
pace  with  their  progress.  It  has  reflected  in  its  career  the  successive  stages  of 
American  railroad  practice,  and  has  itself  contributed  largely  to  the  develop- 
ment of  the  locomotive  as  it  exists  to-day.  A  history  of  the  Baldwin  Loco- 
motive Works,  therefore,  is,  in  a  great  measure,  a  record  of  the  progress  of 
locomotive  engineering  in  this  country,  and  as  such  cannot  fail  to  be  of  interest 
to  all  who  are  concerned  in  this  important  element  of  our  material  progress. 

MATTHIAS  W.  BALDWIN,  the  founder  of  the  establishment,  learned  the  trade 
of  a  jeweler,  and  entered  the  service  of  Fletcher  &  Gardiner,  Jewelers  and  Sil- 
versmiths, Philadelphia,  in  1817.  Two  years  later  he  opened  a  small  shop,  in 
the  same  line  of  business,  on  his  own  account.  The  demand  for  articles  of  this 
character  falling  off,  however,  he  formed  a  partnership,  in  1825,  with  David 
Mason,  a  machinist,  in  the  manufacture  of  bookbinders'  tools  and  cylinders  for 
calico-printing.  Their  shop  was  in  a  small  al|ey  which  runs  north  from  Walnut 
Street,  above  Fourth.  They  afterwards  removed  to  Minor  Street,  below  Sixth. 
The  business  was  so  successful  that  steam-power  became  necessary  in  carrying 
on  their  manufactures,  and  an  engine  was  bought  for  the  purpose.  This  proving 
unsatisfactory,  Mr.  Baldwin  decided  to  design  and  construct  one  which  should 
be  specially  adapted  to  the  requirements  of  his  shop.  One  of  these  requirements 
was  that  it  should  occupy  the  least  possible  space,  and  this  was  met  by  the  con- 
struction of  an  upright  engine  on  a  novel  and  ingenious  plan.  On  a  bed-plate 
about  five  feet  square  an  upright  cylinder  was  placed ;  the  piston-rod  connected 
to  a  cross-bar  having  two  legs,  turned  downward,  and  sliding  in  grooves  on  the 
sides  of  the  cylinder,  which  thus  formed  the  guides.  To  the  sides  of  these  legs, 
at  their  lower  ends,  was  connected  by  pivots  an  inverted  U-shaped  frame,  pro- 
longed at  the  arch  into  a  single  rod,  which  took  hold  of  the  crank  of  a  fly-wheel 
carried  by  upright  standards  on  the  bed-plate.  It  will  be  seen  that  the  length 
of  the  ordinary  separate  guide-bars  was  thus  saved,  and  the  whole  engine  was 
brought  within  the  smallest  possible  compass.  The  design  of  the  machine  was 

(5) 


ILL  USTRA  TED   CA  TAL  O G UE. 


not  only  unique,  but  its  workmanship  was  so  excellent,  and  its  efficiency  so  great, 
as  readily  to  procure  for  Mr.  Baldwin  orders  for  additional  stationary  engines. 
His  attention  was  thus  turned  to  steam  engineering,  and  the  way  was  prepared 
for  his  grappling  with  the  problem  of  the  locomotive  when  the  time  should 
arrive. 

This  original  stationary  engine,  constructed  prior  to  1830,  is  still  in  good 
order  and  carefully  preserved  at  the  works.  It  has  successively  supplied  the 
power  in  six  different  departments  as  they  have  been  opened,  from  time  to  time, 
in  the  growth  of  the  business. 

The  manufacture  of  stationary  steam-engines  thus  took  a  prominent  place 
in  the  establishment,  and  Mr.  Mason  shortly  afterward  withdrew  from  the 
partnership. 

In  1829—30  the  use  of  steam  as  a  motive  power  on  railroads  had  begun  to 
engage  the  attention  of  American  engineers.  A  few  locomotives  had  been 
imported  from  England,  and  one  (which,  however,  was  not  successful)  had  been 
constructed  at  the  West  Point  Foundry,  in  New  York  City.  To  gratify  the 
public  interest  in  the  new  motor,  Mr.  Franklin  Peale,  then  proprietor  of  the 
Philadelphia  Museum,  applied  to  Mr.  Baldwin  to  construct  a  miniature  locomo- 
tive for  exhibition  in  his  establishment.  With  the  aid  only  of  the  imperfect 
published  descriptions  and  sketches  of  the  locomotives  which  had  taken  part  in 
the  Rainhill  competition  in  England,  Mr.  Baldwin  undertook  the  work,  and  on 
the  25th  of  April,  1831,  the  miniature  locomotive  was  put  in  motion  on  a  circular 
track  made  of  pine  boards  covered  with  hoop  iron,  in  the  rooms  of  the  Museum. 
Two  small  cars,  containing  seats  for  four  passengers,  were  attached  to  it,  and  the 
novel  spectacle  attracted  crowds  of  admiring  spectators.  Both  anthracite  and 
pine-knot  coal  were  used  as  fuel,  and  the  exhaust  steam  was  discharged  into  the 
chimney,  thus  utilizing  it  to  increase  the  draught. 

The  success  of  the  model  was  such  that,  in  the  same  year,  Mr.  Baldwin 
received  an  order  for  a  locomotive  from  the  Philadelphia,  Germantown  and 
Norristown  Railroad  Company,  whose  short  line  of  six  miles  to  Germantown 
was  operated  by  horse-power.  The  Camden  and  Amboy  Railroad  Company 
had  shortly  before  imported  a  locomotive  from  England,  which  was  stored  in 
a  shed  at  Bordentown.  It  had  not  yet  been  put  together;  but  Mr.  Baldwin,  in 
company  with  his  friend,  Mr.  Peale,  visited  the  spot,  inspected  the  detached  parts, 
and  made  a  few  memoranda  of  some  of  its  principal  dimensions.  Guided  by 
these  figures  and  his  experience  with  the  Peale  model,  Mr.  Baldwin  commenced 
the  task.  The  difficulties  to  be  overcome  in  filling  the  order  can  hardly  be 
appreciated  at  this  day.  There  were  few  mechanics  competent  to  do  any  part 
of  the  work  on  a  locomotive.  Suitable  tools  were  with  difficulty  obtainable. 
Cylinders  were  bored  by  a  chisel  fixed  in  a  block  of  wood  and  turned  by  hand. 
Blacksmiths  able  to  weld  a  bar  of  iron  exceeding  one  and  one-quarter  inches 
in  thickness  were  few,  or  not  to  be  had.  It  was  necessary  for  Mr.  Baldwin  to  do 
much  of  the  work  with  his  own  hands,  to  educate  the  workmen  who  assisted 
him,  and  to  improvise  tools  for  the  various  processes. 


BALDWIN  LOCOMOTIVE    WORKS. 


The  work  was  prosecuted,  nevertheless,  under  all  these  difficulties,  and  the 
locomotive  was  finally  completed,  christened  the  "Old  Ironsides,"  and  tried  on 
the  road,  November  23,  1832.  The  circumstances  of  the  trial  are  fully  pre- 
served, and  are  given,  further  on,  in  the  extracts  from  the  journals  of  the  day. 
Despite  some  imperfections,  naturally  occurring  in  a  first  effort,  and  which  were 
afterward,  to  a  great  extent,  remedied,  the  engine  was,  for  that  early  day,  a 
marked  and  gratifying  success.  It  was  put  at  once  into  service,  as  appears  from 
the  Company's  advertisement  three  days  after  the  trial,  and  did  duty  on  the 
Germantown  road  and  others  for  over  a  score  of  years. 

The  "Ironsides"  was  a  four-wheeled  engine,  modeled  essentially  on  the  English 
practice  of  that  day,  as  shown  in  the  "Planet"  class,  and  weighed,  in  running 
order,  something  over  five 
tons.  The  rear  or  driving- 
wheels  were  fifty-four  inches 
in  diameter  on  a  crank-axle 
placed  in  front  of  the  fire-box. 
The  cranks  were  thirty-nine 
inches  from  centre  to  centre. 
The  front  wheels,  which  were 
simply  carrying  wheels,  were 
forty-five  inches  in  diameter, 
on  an  axle  placed  just  back 
of  the  cylinders.  The  cylin- 
ders were  nine  and  one-half 
inches  in  diameter  by  eighteen 
inches  stroke,  and  were  at- 
tached horizontally  to  the  outside  of  the  smoke-box,  which  was  D-shaped,  with 
the  sides  receding  inwardly,  so  as  to  bring  the  centre  line  of  each  cylinder  in 
line  with  the  centre  of  the  crank.  The  wheels  were  made  with  heavy  cast-iron 
hubs,  wooden  spokes  and  rims,  and  wrought-iron  tires.  The  frame  was  of  wood, 
placed  outside  the  wheels.  The  boiler  was  thirty  inches  in  diameter,  and  con- 
tained seventy-two  copper  flues,  one  and  one-half  inches  in  diameter  and  seven 
feet  long.  The  tender  was  a  four-wheeled  platform,  with  wooden  sides  and  back, 
carrying  an  iron  box  for  a  water-tank,  inclosed  in  a  wooden  casing,  and  with  a 
space  for  fuel  in  front.  The  engine  had  no  cab.  The  valve-motion  was  at  first 
given  by  a  single  loose  eccentric  for  each  cylinder,  placed  on  the  axle  between 
the  crank  and  the  hub  of  the  wheel.  On  the  inside  of  the  eccentric  was  a  half- 
circular  slot,  running  half-way  around.  A  stop  was  fastened  to  the  axle  at  the 
arm  of  the  crank,  terminating  in  a  pin  which  projected  into  the  slot.  The 
engine  was  reversed  by  changing  the  position  of  the  eccentric  on  the  axle  by  a 
lever  operated  from  the  footboard.-  This  form  of  valve-motion  was,  however, 
shortly  afterward  changed,  and  a  single  fixed  eccentric  for  each  cylinder  sub- 
stituted. The  rock-shafts,  which  were  under  the  footboard,  had  arms  above  and 
below,  and  the  eccentric-straps  had  each  a  forked  rod,  with  a  hook,  or  an  upper 


FIG.  i. — THE  "OLD  IRONSIDES,"  1832. 


8  ILLUSTRATED    CATALOGUE. 


and  lower  latch  or  pin,  at  their  extremities,  to  engage  with  the  upper  or  lower 
arm  of  the  rock-shaft.  The  eccentric-rods  were  raised  or  lowered  by  a  double 
treadle,  so  as  to  connect  with  the  upper  or  lower  arm  of  the  rock-shaft,  according 
as  forward  or  backward  gear  was  desired.  A  peculiarity  in  the  exhaust  of  the 
"  Ironsides"  was  that  there  was  only  a  single  straight  pipe  running  across  from 
one  cylinder  to  the  other,  with  an  opening  in  the  upper  side  of  the  pipe,  midway 
between  the  cylinders,  to  which  was  attached  at  right  angles  the  perpendicular 
pipe  into  the  chimney.  The  cylinders,  therefore,  exhausted  against  each  other; 
and  it  was  found,  after  the  engine  had  been  put  in  use,  that  this  was  a  serious 
objection.  -This  defect  was  afterward  remedied  by  turning  each  exhaust-pipe 
upward  into  the  chimney,  substantially  as  is  now  done.  The  steam-joints  were 
made  with  canvas  and  red-lead,  as  was  the  practice  in  English  locomotives,  and 
in  consequence  much  trouble  was  caused,  from  time  to  time,  by  leaking. 

The  price  of  the  engine  was  to  have  been  $4000,  but  some  difficulty  was 
found  in  procuring  a  settlement.  The  Company  claimed  that  the  engine  did 
not  perform  according  to  contract ;  and  objection  was  also  made  to  some  of  the 
defects  alluded  to.  After  these  had  been  corrected  as  far  as  possible,  however, 
Mr.  Baldwin  finally  succeeded  in  effecting  a  compromise  settlement,  and  received 
from  the  Company  $3500  for  the  machine. 

The  results  of  the  trial  and  the  impression  produced  by  it  on  the  public  mind 
may  be  gathered  from  the  following  extracts  from  the  newspapers  of  the  day : 

The  United  States  Gazette  of  November  24,  1832,  remarks: 

"A  most  gratifying  experiment  was  made  yesterday  afternoon  on  the  Philadelphia,  Ger- 
mantown  and  Norristown  Railroad.  The  beautiful  locomotive  engine  and  tender,  built  by 
Mr.  Baldwin,  of  this  city,  whose  reputation  as  an  ingenious  machinist  is  well  known,  were 
for  the  first  time  placed  on  the  road.  The  engine  traveled  about  six  miles,  working  with 
perfect  accuracy  and  ease  in  all  its  parts,  and  with  great  velocity." 

The  Chronicle  of  the  same  date  noticed  the  trial  more  at  length,  as  follows: 
"It  gives  us  pleasure  to  state  that  the  locomotive  engine  built  by  our  townsman,  M.  W. 
Baldwin,  has  proved  highly  successful.  In  the  presence  of  several  gentlemen  of  science 
and  information  on  such  subjects,  the  engine  was  yesterday  placed  upon  the  road  for  the 
first  time.  All  her  parts  had  been  previously  highly  finished  and  fitted  together  in  Mr.  Bald- 
win's factory.  She  was  taken  apart  on  Tuesday  and  removed  to  the  Company's  depot,  and 
yesterday  morning  she  was  completely  together,  ready  for  travel.  After  the  regular  passenger 
cars  had  arrived  from  Germantown  in  the  afternoon,  the  tracks  being  clear,  preparation  was 
made  for  her  starting.  The  placing  fire  in  the  furnace  and  raising  steam  occupied  twenty 
minutes.  The  engine  (with  her  tender)  moved  from  the  depot  in  beautiful  style,  working  with 
great  ease  and  uniformity.  She  proceeded  about  half  a  mile  beyond  the  Union  Tavern,  at  the 
township  line,  and  returned  immediately,  a  distance  of  six  miles,  at  a  speed  of  about  twenty- 
eight  miles  to  the  hour,  her  speed  having  been  slackened  at  all  the  road  crossings,  and  it  being 
after  dark,  but  a  portion  of  her  power  was  used.  It  is  needless  to  say  that  the  spectators  were 
delighted.  From  this  experiment  there  is  every  reason  to  believe  this  engine  will  draw  thirty 
tons  gross,  at  an  average  speed  of  forty  miles  an  hour,  on  a  level  road.  The  principal  supe- 
riority of  the  engine  over  any  of  the  English  ones  known,  consists  in  the  light  weight, — which 
is  but  between  four  and  five  tons, — her  small  bulk,  and  the  simplicity  of  her  working  machinery. 
We  rejoice  at  the  result  of  this  experiment,  as  it  conclusively  shows  that  Philadelphia,  always 


r 


BALDWIN  LOCOMOTIVE    WORKS. 


famous  for  the  skill  of  her  mechanics,  is  enabled  to  produce  steam-engines  for  railroads  com- 
bining so  many  superior  qualities  as  to  warrant  the  belief  that  her  mechanics  will  hereafter 
supply  nearly  all  the  public  works  of  this  description  in  the  country." 

On  subsequent  trials,  the  "  Ironsides"  attained  a  speed  of  thirty  miles  per 
hour,  with  its  usual  train  attached.  So  great  were  the  wonder  and  curiosity 
which  attached  to  such  a  prodigy,  that  people  flocked  to  see  the  marvel,  and 
eagerly  bought  the  privilege  of  riding  after  the  strange  monster.  The  officers 
of  the  road  were  not  slow  to  avail  themselves  of  the  public  interest  to  increase 
their  passenger  receipts,  and  the  following  advertisement  from  Paulson's  American 
Daily  Advertiser  of  November  26,  1832,  will  show  that  as  yet  they  regarded  the 
new  machine  rather  as  a  curiosity  and  a  bait  to  allure  travel  than  as  a  practical, 
every-day  servant : 

"  NOTICE. — The  locomotive  engine  (built  by  M.  W.  Baldwin,  of  this  city)  will  depart  daily, 
"when  the  weather  is  fair,  with  a  train  of  passenger  cars.  On  rainy  days  horses  will  be 
attached." 

This  announcement  did  not  mean  that  in  wet  weather  horses  would  be  attached 
to  the  locomotive  to  aid  it  in  drawing  the  train,  but  that  the  usual  horse  cars 
would  be  employed  in  making  the  trips  upon  the  road  without  the  engine. 

Upon  making  the  first  trip  to  Germantown  with  a  passenger  train  with  the 
"  Ironsides,"  one  driving-wheel  slipped  upon  the  axle,  causing  the  wheels  to 
track  less  than  the  gauge  of  the  road  and  drop  in  between  the  rails.  It  was 
also  discovered  that  the  valve  arrangement  of  the  pumps  was  defective,  and  they 
failed  to  supply  the  boiler  with  water.  The  shifting  of  the  driving-wheel  upon 
the  axle  fastened  the  eccentric,  so  that  it  would  not  operate  in  backward  mo- 
tion. These  mishaps  caused  delay,  and  prevented  the  engine  from  reaching  its 
destination,  to  the  great  disappointment  of  all  concerned.  They  were  corrected 
in  a  few  days,  and  the  machine  was  used  in  experimenting  upon  its  efficiency, 
making  occasional  trips  with  trains  to  Germantown.  The  road  had  an  ascend- 
ing grade,  nearly  uniform,  of  thirty-two  feet  per  mile,  and  for  the  last  half-mile 
of  forty-five  feet  per  mile,  and  it  was  found  that  the  engine  was  too  light  for  the 
business  of  the  road  upon  these  grades. 

Such  was  Mr.  Baldwin's  first  locomotive;  and  it  is  related  of  him  that  his 
discouragement  at  the  difficulties  which  he  had  undergone  in  building  it  and  in 
finally  procuring  a  settlement  for  it  was  such  that  he  remarked  to  one  of  his 
friends,  with  much  decision,  "  That  is  our  last  locomotive." 

It  was  some  time  before  he  received  an  order  for  another,  but  meanwhile  the 
subject  had  become  singularly  fascinating  to  him,  and  occupied  his  mind  so  fully 
that  he  was  eager  to  work  out  his  new  ideas  in  a  tangible  form. 

Shortly  after  the  "  Ironsides"  had  been  placed  on  the  Germantown  road,  Mr. 
E.  L.  Miller,  of  Charleston,  S.  C.,  came  to  Philadelphia  and  made  a  careful 
examination  of  the  machine.  Mr.  Miller  had,  in  1830,  contracted  to  furnish  a 
locomotive  to  the  Charleston  and  Hamburg  Railroad  Company,  and  accordingly 
the  engine  "  Best  Friend"  had  been  built  under  his  direction  at  the  West  Point 


10 


ILLUSTRATED   CATALOGUE. 


Fig.  2. — HALF-CRANK. 


Foundry,  New  York.  After  inspecting  the  "  Ironsides,"  he  suggested  to  Mr. 
Baldwin  to  visit  the  Mohawk  and  Hudson  Railroad  and  examine  an  English 
locomotive  which  had  been  placed  on  that  road  in  July,  1831,  by  Messrs. 
Robert  Stephenson  &  Co.,  of  Newcastle,  England.  It  was  originally  a  four- 
wheeled  engine  of  the  "  Planet"  type,  with  horizontal  cylinders  and  crank-axle. 
The  front  wheels  of  this  engine  were  removed  about  a  year  after  the  machine 
was  put  at  work,  and  a  four-wheeled  swiveling  or  "  bogie"  truck  substituted. 
The  result  of  Mr.  Baldwin's  investigations  was  the  adoption  of 
this  design,  but  with  some  important  improvements.  Among 
these  was  the  "half-crank,"  which  he  devised  on  his  return 
from  this  trip,  and  which  he  patented  September  10,  1834.  In 
this  form  of  crank,  shown  in  Figure  2,  the  outer  arm  is  omitted, 
and  the  wrist  is  fixed  in  a  spoke  of  the  wheel.  In  other  words, 
the  wheel  itself  formed  one  arm  of  the  crank.  The  result 
sought  and  gained  was  that  the  cranks  were  strengthened,  and, 
being  at  the  extremities  of  the  axle,  the  boiler  could  be  made 
larger  in  diameter  and  placed  lower.  The  driving-axle  could 
also  be  placed  back  of  the  fire-box,  the  connecting  rods  passing 
by  the  sides  of  the  fire-box  and  taking  hold  inside  of  the 
wheels.  This  arrangement  of  the  crank  also  involved  the 
placing  of  the  cylinders  outside  the  smoke-box,  as  was  done 
on  the  "  Ironsides." 

By  the  time  the  order  for  the  second  locomotive  was  received,  Mr.  Baldwin 
had  matured  this  device  and  was  prepared  to  embody  it  in  practical  form.  The 
order  came  from  Mr.  E.  L.  Miller  in  behalf  of  the  Charleston  and  Hamburg  Rail- 
road Company,  and  the  engine  bore  his  name,  and  was  completed  February  18, 
1834.  It  was  on  six  wheels;  one  pair  being  driving-wheels,  four  and  a  half  feet 
in  diameter,  with  half-crank  axle  placed  back  of  the  fire-box  as  above  described, 
and  the  four  front  wheels  combined  in  a  swiveling  truck.  The  driving-wheels, 
it  should  be  observed,  were  cast  in  solid  bell-metal !  The  combined  wood  and 
iron  wheels  used  on  the  "  Ironsides"  had  proved  objectionable,  and  Mr.  Baldwin, 
in  his  endeavors  to  find  a  satisfactory  substitute,  had  recourse  to  brass.  June  29, 
1833,  he  took  out  a  patent  for  a  cast-brass  wheel,  his  idea  being  that  by  varying 
the  hardness  of  the  metal  the  adhesion  of  the  wheels  on  the  rails  could  be  in- 
creased or  diminished  at  will.  The  brass  wheels  on  the  "  Miller,"  however,  soon 
wore  out,  and  the  experiment  with  this  metal  was  not  repeated.  The  "  E.  L. 
Miller"  had  cylinders  ten  inches  in  diameter;  stroke  of  piston,  sixteen  inches; 
and  weighed,  with  water  in  the  boiler,  seven  tons  eight  hundredweight.  The 
boiler  had  a  high  dome  over  the  fire-box,  as  shown  in  Figure  3 ;  and  this  form  of 
construction,  it  may  be  noted,  was  followed,  with  a  few  exceptions,  for  many  years. 
The  valve-motion  was  given  by  a  single  fixed  eccentric  for  each  cylinder. 
Each  eccentric-strap  had  two  arms  attached  to  it,  one  above  and  the  other 
below,  and,  as  the  driving-axle  was  back  of  the  fire-box,  these  arms  were  pro- 
longed backward  under  the  footboard,  with  a  hook  on  the  inner  side  of  the 


BALDWIN  LOCOMOTIVE    WORKS. 


II 


end  of  each.  The  rock-shaft  had  arms  above  and  below  its  axis,  and  the  hooks 
of  the  two  rods  of  each  eccentric  were  moved  by  hand-levers  so  as  to  engage 
with  either  arm,  thus  producing  backward  or  forward  gear.  This  form  of  single 
eccentric,  peculiar  to  Mr.  Baldwin,  was  in  the  interest  of  simplicity  in  the  work- 
ing parts,  and  was  adhered  to  for  some  years.  It  gave  rise  to  an  animated 
controversy  among  mechanics  as  to  whether,  with  its  use,  it  was  possible  to 
get  a  lead  on  the  valve  in  both  directions.  Many  maintained  that  this  was  im- 
practicable; but  Mr.  Baldwin  demonstrated  by  actual  experience  that  the  reverse 
was  the  case. 

Meanwhile  the  Commonwealth  of  Pennsylvania  had  given  Mr.  Baldwin  an 
order  for  a  locomotive  for  the  State  Road,  as  it  was  then  called,  from  Philadel- 
phia to  Columbia,  which,  up  to  that  time,  had  been  worked  by  horses.  This 
engine,  called  the  "Lancaster,"  was  completed  in  June,  1834.  It  was  similar  to 
the  "  Miller,"  and  weighed  seventeen  thousand  pounds.  After  it  was  placed  in 
service,  the  records  show  that  it  hauled  at  one  time  nineteen  loaded  burden  cars 
over  the  highest  grades  between  Philadelphia  and  Columbia.  This  was  character- 
ized at  the  time  by  the  officers  of  the  road  as  an  "unprecedented  performance." 
The  success  of  the  machine  on  its  trial  trips  was  such  that  the  Legislature  decided 
to  adopt  steam-power  for  working  the  road,  and  Mr.  Baldwin  received  orders  for 
several  additional  locomotives.  Two  others  were  accordingly  delivered  to  the 
State  in  September  and  November  respectively  of  that  year,  and  one  was  also 
built  and  delivered  to  the  Philadelphia  and  Trenton  Railroad  Company  during 
the  same  season.  This  latter  engine,  which  was  put  in  service  October  21,  1834, 
averaged  twenty-one  thousand  miles  per  year  to  September,  15,  1840. 

Five  locomotives  were  thus  completed 
in  1834,  and  the  new  business  was  fairly 
under  way.  The  building  in  Lodge  Alley, 
to  which  Mr.  Baldwin  had  removed  from 
Minor  Street,  and  where  these  engines 
were  constructed,  began  to  be  found  too 
contracted,  and  another  removal  was  de- 
cided upon.  A  location  on  Broad  and 
Hamilton  Streets  (the  site,  in  part,  of  the 
present  works)  was  selected,  and  a  three- 
story  L-shaped  brick  building,  fronting  on 
both  streets,  erected.  This  was  completed 

and  the  business  removed  to  it  during  the  following  year  (1835).  The  original 
building  still  stands,  forming  part  of  the  boiler-shop  and  machine-shops  of  the 
present  works. 

These  early  locomotives,  built  in  -1834,  were  the  types  of  Mr.  Baldwin's  practice 
for  some  years.  Their  general  design  is  shown  in  Figure  3.  All,  or  nearly  all  of 
them,  embraced  several  important  devices,  which  were  the  results  of  his  study 
and  experiments  up  to  that  time.  The  devices  referred  to  were  patented  Sep- 
tember 10,  1834,  and  the  same  patent  covered  the  four  following  inventions,  viz.: 


Fig.  3. — BALDWIN  ENGINE,  1834. 


7 


12 


ILLUSTRATED   CATALOGUE. 


1.  The  half-crank,  and  method  of  attaching  it  to  the  driving-wheel.     (This  has 
already  been  described.) 

2.  A  new  mode  of  constructing  the  wheels  of  locomotive  engines  and  cars. 
In  this  the  hub  and  spokes  were  of  cast-iron,  cast  together.     The  spokes  were 
cast  without  a  rim,  and  terminated  in  segment  flanges,  each  spoke  having  a 
separate  flange  disconnected  from  its  neighbors.     By  this  means,  it  was  claimed, 
the  injurious  effect  of  the  unequal  expansion  of  the  materials  composing  the 
wheels  was  lessened  or  altogether  prevented.     The  flanges  bore  against  wooden 
felloes,  made  in  two  thicknesses,  and  put  together  so  as  to  break  joints.     Tenons 


Fig.  4. — BALDWIN  COMPOUND  WOOD  AND  IRON  WHEELS,  1834. 

or  pins  projected  from  the  flanges  into  openings  made  in  the  wooden  felloes,  to 
keep  them  in  place.  Around  the  whole  the  tire  was  passed  and  secured  by  bolts. 
The  above  sketch  shows  the  device. 

3.  A  new  mode  of  forming  the  joints  of  steam  and  other  tubes.     This  was 
Mr.  Baldwin's  invention  of  ground  joints  for  steam-pipes,  which  was  a  very  valu- 
able improvement  over  previous  methods  of  making  joints  with  red-lead  packing, 
and  which  rendered  it  possible  to  carry  a  much  higher  pressure  of  steam. 

4.  A  new  mode  of  forming  the  joints  and  other  parts  of  the  supply-pump, 
and  of  locating  the  pump  itself.     This  invention  consisted  in  making  the  single 
guide-bar  hollow  and   using  it  for  the  pump-barrel.     The  pump-plunger  was 


BALDWIN  LOCOMOTIVE    WORKS. 


attached  to  the  piston-rod  at  a  socket  or  sleeve  formed  for  the  purpose,  and  the 
hollow  guide-bar  terminated  in  the  vertical  pump-chamber.  This  chamber  was 
made  in  two  pieces,  joined  about  midway  between  the  induction  and  eduction 
pipes.  This  joint  was  ground  steam-tight,  as  were  also  the  joints  of  the  induc- 
tion-pipe with  the  bottom  of  the  lower  chamber,  and  the  flange  of  the  eduction- 
pipe  with  the  top  of  the  upper  chamber.  All  these  parts  were  held  together  by 
a  stirrup  with  a  set-screw  in  its  arched  top,  and  the  arrangement  was  such  that 
by  simply  unscrewing  this  set-screw  the  different  sections  of  the  chamber,  with 
all  the  valves,  could  be  taken  apart  for  cleaning  or  adjusting.  The  cut  below 
illustrates  the  device. 

It  is  probable  that  the  five  engines  built  during  1834  embodied  all,  or  nearly 
all,  these  devices.     They  all  had  the  half-crank,  the  ground  joints  for  steam- 


Fig.  5. — PUMP  AND  STIRRUP. 

pipes  (which  were  first  made  by  him  in  1833),  and  the  pump  formed  in  the  guide- 
bar,  and  all  had  the  four-wheeled  truck  in  front,  and  a  single  pair  of  drivers  back 
of  the  fire-box.  On  this  position  of  the  driving-wheels  Mr.  Baldwin  laid  great 
stress,  as  it  made  a  more  even  distribution  of  the  weight,  throwing  about  one-half 
on  the  driving-wheels  and  one-half  on  the  four-wheeled  truck.  It  also  extended 
the  wheel-base,  making  the  engine  much  steadier  and  less  damaging  to  the 
track.  Mr.  William  Norris,  who  had  established  a  locomotive  works  in  Phila- 
delphia in  1832,  was  at  this  time  building  a  six-wheeled  engine  with  a  truck 
in  front  and  the  driving-wheels  placed  in  front  of  the  fire-box.  Considerable 
rivalry  naturally  existed  between  the  two  manufacturers  as  to  the  comparative 
merits  of  their  respective  plans.  In  Mr.  Norris's  engine,  the  position  of  the 
driving-axle  in  front  of  the  fire-box  threw  on  it  more  of  the  weight  of  the 
engine,  and  thus  increased  the  adhesion  and  the  tractive  power.  Mr.  Baldwin, 
however,  maintained  the  superiority  of  his  plan,  as  giving  a  better  distribu- 
tion of  the  weight  and  a  longer  wheel-base,  and  consequently  rendering  the 


r 


ILLUSTRATED   CATALOGUE. 


machine  less  destructive  to  the  track.  As  the  iron  rails  then  in  use  were  gen- 
erally light,  and  much  of  the  track  was  of  wood,  this  feature  was  of  some 
importance. 

To  the  use  of  the  ground  joint  for  steam-pipes,  however,  much  of  the  success 
of  his  early  engines  was  due.  The  English  builders  were  making  locomotives 
with  canvas  and  red-lead  joints,  permitting  a  steam  pressure  of  only  sixty  pounds 
per  inch  to  be  carried,  while  Mr.  Baldwin's  machines  were  worked  at  one  hun- 
dred and  twenty  pounds  with  ease.  Several  locomotives  imported  from  England 
at  about  this  period  by  the  Commonwealth  of  Pennsylvania  for  the  State  Road 
(three  of  which  were  made  by  Stephenson)  had  canvas  and  red-lead  joints,  and 
their  efficiency  was  so  much  less  than  that  of  the  Baldwin  engines,  on  account 
of  this  and  other  features  of  construction,  that  they  were  soon  laid  aside  or 
sold. 

In  June,  1834,  a  patent  was  issued  to  Mr.  E.  L.  Miller,  by  whom  Mr.  Baldwin's 
second  engine  was  ordered,  for  a  method  of  increasing  the  adhesion  of  a  locomo- 
tive by  throwing  a  part  of  the  weight  of  the  tender  on  the  rear  of  the  engine, 
thus  increasing  the  weight  on  the  driving-wheels.  Mr.  Baldwin  adopted  this 
device  on  an  engine  built  for  the  Philadelphia  and  Trenton  Railroad  Company, 
May,  1835,  and  thereafter  used  it  largely,  paying  one  hundred  dollars  royalty  for 
each  engine.  Eventually  (May  6,  1839)  he  bought  the  patent  for  nine  thousand 
dollars,  evidently  considering  that  the  device  was  especially  valuable,  if  not  in- 
dispensable, in  order  to  render  his  engine  as  powerful,  when  required,  as  other 
patterns  having  the  driving-wheels  in  front  of  the  fire-box,  and  therefore  utilizing 
more  of  the  weight  of  the  engine  for  adhesion. 

In  making  the  truck  and  tender-wheels  of  these  early  locomotives,  the  hubs 
were  cast  in  three  pieces  and  afterwards  banded  with  wrought-iron,  the  inter- 
stices being  filled  with  spelter.  This  method  of  construction  was  adopted  on 
account  of  the  difficulty  then  found  in  casting  a  chilled  wheel  irt  one  solid  piece. 

Early  in  1835,  the  new  shop  on  Broad  Street  was  completed  and  occupied. 
Mr.  Baldwin's  attention  was  thenceforward  given  to  locomotive  building  exclu- 
sively, except  that  a  stationary  engine  was  occasionally  constructed. 

In  May,  1835,  his  eleventh  locomotive,  the  "Black  Hawk,"  was  delivered  to 
the  Philadelphia  and  Trenton  Railroad  Company.  This  was  the  first  outside- 
connected  engine  of  his  build.  It  was  also  the  first  engine  on  which  the  Miller 
device  of  attaching  part  of  the  weight  of  the  tender  to  the  engine  was  employed. 
On  the  eighteenth  engine,  the  "  Brandywine,"  built  for  the  Philadelphia  and 
Columbia  Railroad  Company,  brass  tires  were  used  on  the  driving-wheels,  for 
the  purpose  of  obtaining  more  adhesion  ;  but  they  wore  out  rapidly  and  were 
replaced  with  iron. 

April  3,  1835,  Mr.  Baldwin  took  out  a  patent  for  certain  improvements  in  the 
wheels  and  tubes  of  locomotive  engines.  That  relating  to  the  wheels  provided 
for  casting  the  hub  and  spokes  together,  and  having  the  spokes  terminate  in 
segments  of  a  rim,  as  described  in  his  patent  of  September  IO,  1834.  Between 
the  ends  of  the  spokes  and  the  tires  wood  was  interposed,  and  the  tire  might  be 


JL 


i 


BALDWIN  LOCOMOTIVE    WORKS. 


either  of  wrought-iron  or  of  chilled  cast-iron.  The  intention  was  expressed  of 
making  the  tire  usually  of  cast-iron  chilled.  The  main  object,  however,  was 
declared  to  be  the  interposition  between  the  spokes  and  the  rim  of  a  layer  of 
wood  or  other  substance  possessing  some  degree  of  elasticity.  This  method  of 
making  driving-wheels  was  followed  for  several  years,  and  is  shown  by  Figure  6. 
The  tires  were  made  with  a  shoulder,  as  shown  on  a  larger  scale  in  Figure  7. 


FIG.  6. 


TIG.  7. 


The  improvement  in  locomotive  tubes  consisted  in  driving  a  copper  ferrule  or 
thimble  on  the  outside  of  the  end  of  the  tube,  and  soldering  it  in  place,  instead 
of  driving  a  ferrule  into  the  tube,  as  had  previously  been  the  practice.  The 
object  of  the  latter  method  had  been  to  make  a  tight  joint  with  the  tube-sheet; 
but  by  putting  the  ferrule  on  the  outside  of  the  tube,  not  only  was  the  joint 
made  as  tight  as  before,  but  the  tube  was  strengthened,  and  left  unobstructed 
throughout  to  the  full  extent  of  its  diameter.  This  method  of  setting  flues  has 
been  generally  followed  in  the  works  from  that  date  to  the  present,  the  only 
difference  being  that,  at  this  time,  with  iron  tubes,  the  end  is  swedged  down,  the 
copper  ferrule  brazed  on,  and  the  iron  end  turned  or  riveted  over  against  the 
copper  thimble  and  the  flue-sheet,  to  make  the  joint  perfect. 

Fourteen  engines  were  constructed  in  1835;  forty  in  1836;  forty  in  1837; 
twenty-three  in  1838;  twenty-six  in  1839;  and  nine  in  1840.  During  all  these 
years  the  general  design  continued  the  same;  but,  in  compliance  with  the 
demand  for  more  power,  three  sizes  were  furnished,  as  follows : 

First-class.     Cylinders,  12^  X  16;  weight,  loaded,  26,000  pounds. 
Second-class.        "         12    X  16;         "  "       23,000        " 

Third-class.  "         ioJXi6;        "  "     .20.000        " 


14  ILLUSTRATED   CATALOGUE. 

machine  less  destructive  to  the  track.  As  the  iron  rails  then  in  use  were  gen- 
erally light,  and  much  of  the  track  was  of  wood,  this  feature  was  of  some 
importance. 

To  the  use  of  the  ground  joint  for  steam-pipes,  however,  much  of  the  success 
of  his  early  engines  was  due.  The  English  builders  were  making  locomotives 
with  canvas  and  red-lead  joints,  permitting  a  steam  pressure  of  only  sixty  pounds 
per  inch  to  be  carried,  while  Mr.  Baldwin's  machines  were  worked  at  one  hun- 
dred and  twenty  pounds  with  ease.  Several  locomotives  imported  from  England 
at  about  this  period  by  the  Commonwealth  of  Pennsylvania  for  the  State  Road 
(three  of  which  were  made  by  Stephenson)  had  canvas  and  red-lead  joints,  and 
their  efficiency  was  so  much  less  than  that  of  the  Baldwin  engines,  on  account 
of  this  and  other  features  of  construction,  that  they  were  soon  laid  aside  or 
sold. 

In  June,  1834,  a  patent  was  issued  to  Mr.  E.  L.  Miller,  by  whom  Mr.  Baldwin's 
second  engine  was  ordered,  for  a  method  of  increasing  the  adhesion  of  a  locomo- 
tive by  throwing  a  part  of  the  weight  of  the  tender  on  the  rear  of  the  engine, 
thus  increasing  the  weight  on  the  driving-wheels.  Mr.  Baldwin  adopted  this 
device  on  an  engine  built  for  the  Philadelphia  and  Trenton  Railroad  Company, 
May,  1835,  and  thereafter  used  it  largely,  paying  one  hundred  dollars  royalty  for 
each  engine.  Eventually  (May  6,  1839)  he  bought  the  patent  for  nine  thousand 
dollars,  evidently  considering  that  the  device  was  especially  valuable,  if  not  in- 
dispensable, in  order  to  render  his  engine  as  powerful,  when  required,  as  other 
patterns  having  the  driving-wheels  in  front  of  the  fire-box,  and  therefore  utilizing 
more  of  the  weight  of  the  engine  for  adhesion. 

In  making  the  truck  and  tender-wheels  of  these  early  locomotives,  the  hubs 
were  cast  in  three  pieces  and  afterwards  banded  with  wrought-iron,  the  inter- 
stices being  filled  with  spelter.  This  method  of  construction  was  adopted  on 
account  of  the  difficulty  then  found  in  casting  a  chilled  wheel  ill  one  solid  piece. 

Early  in  1835,  the  new  shop  on  Broad  Street  was  completed  and  occupied. 
Mr.  Baldwin's  attention  was  thenceforward  given  to  locomotive  building  exclu- 
sively, except  that  a  stationary  engine  was  occasionally  constructed. 

In  May,  1835,  his  eleventh  locomotive,  the  "Black  Hawk,"  was  delivered  to 
the  Philadelphia  and  Trenton  Railroad  Company.  This  was  the  first  outside- 
connected  engine  of  his  build.  It  was  also  the  first  engine  on  which  the  Miller 
device  of  attaching  part  of  the  weight  of  the  tender  to  the  engine  was  employed. 
On  the  eighteenth  engine,  the  "  Brandywine,"  built  for  the  Philadelphia  and 
Columbia  Railroad  Company,  brass  tires  were  used  on  the  driving-wheels,  for 
the  purpose  of  obtaining  more  adhesion ;  but  they  wore  out  rapidly  and  were 
replaced  with  iron. 

April  3,  1835,  Mr.  Baldwin  took  out  a  patent  for  certain  improvements  in  the 
wheels  and  tubes  of  locomotive  engines.  That  relating  to  the  wheels  provided 
for  casting  the  hub  and  spokes  together,  and  having  the  spokes  terminate  in 
segments  of  a  rim,  as  described  in  his  patent  of  September  IO,  1834.  Between 
the  ends  of  the  spokes  and  the  tires  wood  was  interposed,  and  the  tire  might  be 


-i. 


BALDWIN  LOCOMOTIVE    WORKS. 


either  of  wrought-iron  or  of  chilled  cast-iron.  The  intention  was  expressed  of 
making  the  tire  usually  of  cast-iron  chilled.  The  main  object,  however,  was 
declared  to  be  the  interposition  between  the  spokes  and  the  rim  of  a  layer  of 
wood  or  other  substance  possessing  some  degree  of  elasticity.  This  method  of 
making  driving-wheels  was  followed  for  several  years,  and  is  shown  by  Figure  6. 
The  tires  were  made  with  a  shoulder,  as  shown  on  a  larger  scale  in  Figure  7. 


FIG.  6. 


FIG.  7. 


The  improvement  in  locomotive  tubes  consisted  in  driving  a  copper  ferrule  or 
thimble  on  the  outside  of  the  end  of  the  tube,  and  soldering  it  in  place,  instead 
of  driving  a  ferrule  into  the  tube,  as  had  previously  been  the  practice.  The 
object  of  the  latter  method  had  been  to  make  a  tight  joint  with  the  tube-sheet; 
but  by  putting  the  ferrule  on  the  outside  of  the  tube,  not  only  was  the  joint 
made  as  tight  as  before,  but  the  tube  was  strengthened,  and  left  unobstructed 
throughout  to  the  full  extent  of  its  diameter.  This  method  of  setting  flues  has 
been  generally  followed  in  the  works  from  that  date  to  the  present,  the  only 
difference  being  that,  at  this  time,  with  iron  tubes,  the  end  is  swedged  down,  the 
copper  ferrule  brazed  on,  and  the  iron  end  turned  or  riveted  over  against  the 
copper  thimble  and  the  flue-sheet,  to  make  the  joint  perfect. 

Fourteen  engines  were  constructed  in  1835;  forty  in  1836;  forty  in  1837; 
twenty-three  in  1838;  twenty-six  in  1839;  and  nine  in  1840.  During  all  these 
years  the  general  design  continued  the  same ;  but,  in  compliance  with  the 
demand  for  more  power,  three  sizes  were  furnished,  as  follows : 

First-class.     Cylinders,  \2\  X  16;  weight,  loaded,  26,000  pounds. 
Second-class.        "         12    X  l&\        "  "       23,000        " 

Third-class.          "         io$\i6;        "  "     .20.000       " 


J. 


18  ILLUSTRATED   CATALOGUE. 

wooden  frame  was  abandoned,  and  no  outside  frame  whatever  was  employed, — 
the  machinery,  as  well  as  the  truck  and  the  pedestals  of  the  driving-axles,  being 
attached  directly  to  the  naked  boiler.  The  wooden  frame  thenceforward  disap- 
peared gradually,  and  an  iron  frame  took  its  place.  Another  innovation  was  the 
adoption  of  eight-wheeled  tenders,  the  first  of  which  was  built  at  about  this  period. 

April  8,  1839,  Mr.  Baldwin  associated  with  himself  Messrs.  Vail  and  Hufty, 
and  the  business  was  conducted  under  the  firm  name  of  Baldwin,  Vail  &  Hufty 
until  1841,  when  Mr.  Hufty  withdrew,  and  Baldwin  &  Vail  continued  the  copart- 
nership until  1842. 

The  time  had  now  arrived  when  the  increase  of  business  on  railroads  demanded 
more  powerful  locomotives.  It  had  for  some  years  been  felt  that  for  freight 
traffic  the  engine  with  one  pair  of  driving-wheels  was  insufficient.  Mr.  Baldwin's 
engine  had  the  single  pair  of  driving-wheels  placed  back  of  the  fire-box ;  that 
made  by  Mr.  Norris,  one  pair  in  front  of  the  fire-box.  An  engine  with  two  pairs 
of  driving-wheels,  one  pair  in  front  and  one  pair  behind  the  fire-box,  was  the 
next  logical  step,  and  Mr.  Henry  R.  Campbell,  of  Philadelphia,  was  the  first  to 
carry  this  design  into  execution.  Mr..  Campbell,  as  has  been  noted,  was  the 
Chief  Engineer  of  the  Germantown  Railroad  when  the  "  Ironsides"  was  placed 
on  that  line,  and  had  since  given 'much  attention  to  the  subject  of  locomotive 
construction.  February  5,  1836,  Mr.  Campbell  secured  a  patent  for  an  eight- 
wheeled  engine  with  four  driving-wheels  connected,  and  a  four-wheeled  truck  in 
front ;  and  subsequently  contracted  with  James  Brooks,  of  Philadelphia,  to  build 
for  him  such  a  machine.  The  work  was  begun  March  16,  1836,  and  the  engine 
was  completed  May  8,  1837.  This  was  the  first  eight-wheeled  engine  of  this 
type,  and  from  it  the  standard  American  locomotive  of  to-day  takes  its  origin. 
The  engine  lacked,  however,  one  essential  feature ;  there  were  no  equalizing 
beams  between  the  driving-wheels,  and  nothing  but  the  ordinary  steel  springs 
over  each  journal  of  the  driving-axles  to  equalize  the  weight  upon  them.  It 
remained  for  Messrs.  Eastwick  &  Harrison  to  supply  this  deficiency;  and  in  1837 
that  firm  constructed  at  their  shop  in  Philadelphia  a  locomotive  on  this  plan,  but 
with  the  driving-axles  running  in  a  separate  square  frame,  connected  to  the  main 
frame  above  it  by  a  single  central  bearing  on  each  side.  This  engine  had 
cylinders  twelve  by  eighteen,  four  coupled  driving-wheels,  forty-four  inches  in 
diameter,  carrying  eight  of  the  twelve  tons  constituting  the  total  weight.  Subse- 
quently, Mr.  Joseph  Harrison,  Jr.,  of  the  same  firm,  substituted  "equalizing 
beams"  on  engines  of  this  plan  afterward  constructed  by  them,  substantially  in 
the  same  manner  as  since  generally  employed. 

In  the  American  Railroad  Journal  of  July  30,  1836,  a  woodcut  showing  Mr. 
Campbell's  engine,  together  with  an  elaborate  calculation  of  the  effective  power 
of  an  engine  on  this  plan,  by  William  J.  Lewis,  Esq.,  Civil  Engineer,  was  pub- 
lished, with  a  table  showing  its  performance  upon  grades  ranging  from  a  dead 
level  to  a  rise  of  one  hundred  feet  per  mile.  Mr.  Campbell  stated  that  his  ex- 
perience at  that  time  (1835-6)  convinced  him  that  grades  of  one  hundred  feet 
rise  per  mile  would,  if  roads  were  judiciously  located,  carry  railroads  over  any 


T 


BALDWIN'  LOCOMOTIVE    WORKS. 


of  the  mountain  passes  in  America,  without  the  use  of  planes  with  stationary 
steam  power,  or,  as  a  general  rule,  of  costly  tunnels, — an  opinion  very  exten- 
sively verified  by  the  experience  of  the  country  since  that  date. 

A  step  had  thus  been  taken  toward  a  plan  of  locomotive  having  more  adhe- 
sive power.  Mr.  Baldwin,  however,  was  slow  to  adopt  the  new  design.  He 
naturally  regarded  innovations  with  distrust.  He  had  done  much  to  perfect  the 
old  pattern  of  engine,  and  had  built  over  a  hundred  of  them,  which  were  in 
successful  operation  on  various  railroads.  Many  of  the  details  were  the  subjects 
of  his  several  patents,  and  had  been  greatly  simplified  in  his  practice.  In  fact, 
simplicity  in  all  the  working  parts  had  been  so  largely  his  aim,  that  it  was 
natural  that  he  should  distrust  any  plan  involving  additional  machinery,  and  he 
regarded  the  new  design  as  only  an  experiment  at  best.  In  November,  1838,  he 
wrote  to  a  correspondent  that  he  did  not  think  there  was  any  advantage  in  the 
eight-wheeled  engine.  There  being  three  points  in  contact,  it  could  not  turn  a 
curve,  he  argued,  without  slipping  one  or  the  other  pair  of  wheels  sideways. 
Another  objection  was  in  the  multiplicity  of  machinery  and  the  difficulty  in 
maintaining  four  driving-wheels  all  of  exactly  the  same  size.  Some  means,  how- 
ever, of  getting  more  adhesion  must  be  had,  and  the  result  of  his  reflections  upon 
this  subject  was  the  project  of  a  "geared  engine."  In  August,  1839,  he  took  steps 
to  secure  a  patent  for  such  a  machine,  and  December  31,  1840,  letters  patent 
were  granted  him  for  the  device.  In  this  engine,  an  independent  shaft  or  axle 
was  placed  between  the  two  axles  of  the  truck,  and  connected  by  cranks  and 
coupling-rods  with  cranks  on  the  outside  of  the  driving-wheels.  This  shaft  had 
a  central  cog-wheel  engaging  on  each  side  with  intermediate  cog-wheels,  which 
in  turn  geared  into  cog-wheels  on  each  truck-axle.  The  intermediate  cog-wheels 
had  wide  teeth,  so  that  the  truck  could  pivot  while  the  main  shaft  remained 
parallel  with  the  driving-axle.  The  diameters  of  the  cog-wheels  were,  of  course, 
in  such  proportion  to  the  driving  and  truck-wheels,  that  the  latter  should  revolve 
as  much  oftener  than  the  driving-wheels  as  their  smaller  size  might  require.  Of 
the  success  of  this  machine  for  freight  service,  Mr.  Baldwin  was  very  sanguine. 
One  was  put  in  hand  at  once,  completed  in  August,  1841,  and  eventually  sold  to 
the  Sugarloaf  Coal  Company.  It  was  an  outside-connected  engine,  weighing 
thirty  thousand  pounds,  of  which  eleven  thousand  seven  hundred  and  seventy- 
five  pounds  were  on  the  driving-wheels,  and  eighteen  thousand  three  hundred  and 
thirty-five  on  the  truck.  The  driving-wheels  were  forty-four  and  the  truck-wheels 
thirty-three  inches  in  diameter.  The  cylinders  wrere  thirteen  inches  in  diameter 
by  sixteen  inches  stroke.  On  a  trial  of  the  engine  upon  the  Philadelphia  and 
Reading  Railroad,  it  hauled  five  hundred  and  ninety  tons  from  Reading  to 
Philadelphia — a  distance  of  fifty-four  miles — in  five  hours  and  twenty-two  min- 
utes. The  Superintendent  of  the  road,  in  writing  of  the  trial,  remarked  that 
this  train  was  unprecedented  in  length  and  weight  both  in  America  and  Europe. 
The  performance  was  noticed  in  favorable  terms  by  the  Philadelphia  newspapers, 
and  was  made  the  subject  of  a  report  by  the  Committee  on  Science  and  Arts  of 
the  Franklin  Institute,  who  strongly  recommended  this  plan  of  engine  for  freight 


v» 

r 


20  ILLUSTRATED   CATALOGUE. 

service.  The  success  of  the  trial  led  Mr.  Baldwin  at  first  to  believe  that  the  geared 
engine  would  be  generally  adopted  for  freight  traffic ;  but  in  this  he  was  disap- 
pointed. No  further  demand  was  made  for  such  machines,  and  no  more  of  them 
were  built. 

In  1840,  Mr.  Baldwin  received  an  order,  through  August  Belmont,  Esq.,  of 
New  York,  for  a  locomotive  for  Austria,  and  had  nearly  completed  one  which 
was  calculated  to  do  the  work  required,  when  he  learned  that  only  sixty  pounds 
pressure  of  steam  was  admissible,  whereas  his  engine  was  designed  to  use  steam 
at  one  hundred  pounds  and  over.  He  accordingly  constructed  another,  meeting 
this  requirement,  and  shipped  it  in  the  following  year.  This  engine,  it  may  be 
noted,  had  a  kind  of  link-motion,  agreeably  to  the  specification  received,  and 
was  the  first  of  his  make  upon  which  the  link  was  introduced. 

Mr.  Baldwin's  patent  of  December  31,  1840,  already  referred  to  as  covering 
his  geared  engine,  embraced  several  other  devices,  as  follows : 

1.  A  method  of  operating  a  fan,  or  blowing-wheel,  for  the  purpose  of  blowing 
the  fire.     The  fan  was  to  be  placed  under  the  footboard,  and  driven  by  the  fric- 
tion of  a  grooved  pulley  in  contact  with  the  flange  of  the  driving-wheel. 

2.  The  substitution  of  a  metallic  stuffing,  consisting  of  wire,  for  the  hemp, 
wool,  or  other  material  which  had  been  employed  in  stuffing-boxes. 

3.  The  placing  of  the  springs  of  the  engine  truck  so  as  to  obviate  the  evil  of 
the  locking  of  the  wheels  when  the  truck-frame  vibrates  from  the  centre-pin  verti- 
cally.    Spiral  as  well  as  semi-elliptic  springs,  placed  at  each  end  of  the  truck- 
frame,  were  specified.     The  spiral  spring  is  described  as  received  in  two  cups, — 
one  above  and  one  below.     The  cups  were  connected  together  at  their  centres 
by  a  pin  upon  one  and  a  socket  in  the  other,  so  that  the  cups  could  approach 
toward  or  recede  from  each  other  and  still  preserve  their  parallelism. 

4.  An  improvement  in  the  manner  of  constructing  the  iron  frames  of  loco- 
motives, by  making  the  pedestals  in  one  piece  with,  and  constituting  part  of,  the 
frames. 

5.  The  employment  of  spiral  springs  in  connection  with  cylindrical  pedestals 
and  boxes.     A  single  spiral  was  at  first  used,  but  not  proving  sufficiently  strong, 
a  combination  or  nest  of  spirals  curving  alternately  in  opposite  directions  was 
afterward  employed.     Each  spiral  had  its  bearing  in  a  spiral  recess  in  the  pedestal. 

In  the  specification  of  this  patent  a  change  in  the  method  of  making  cylin- 
drical pedestals  and  boxes  is  noted.  Instead  of  boring  and  turning  them  in  a 
lathe,  they  were  cast  to  the  required  shape  in  chills.  This  method  of  construc- 
tion was  used  for  a  time,  but  eventually  a  return  was  made  to  the  original  plan, 
as  giving  a  more  accurate  job. 

In  1842, 'Mr.  Baldwin  constructed,  under  an  arrangement  with  Mr.  Ross 
Winans,  three  locomotives  for  the  Western  Railroad  of  Massachusetts,  on  a 
plan  which  had  been  designed  by  that  gentleman  for  freight  traffic.  These  ma- 
chines had  upright  boilers,  and  horizontal  cylinders  which  worked  cranks  on  a 
shaft  bearing  cog-wheels  engaging  with  other  cog-wheels  on  an  intermediate  shaft. 
This  latter  shaft  had  cranks  coupled  to  four  driving-wheels  on  each  side.  These 


_.. 


BALDWIN  LOCOMOTIVE    WORKS. 


21 


Fig.  8. — BALDWIN  Six- WHEELS-CONNECTED  ENGINE,  1842. 


These  two  conditions 


engines  were  constructed  to  burn  anthracite  coal.  Their  peculiarly  uncouth 
appearance  earned  for  them  the  name  of  "  crabs,"  and  they  were  but  short-lived 
in  service. 

But,  to  return  to  the  progress  of  Mr.  Baldwin's  locomotive  practice.  The 
geared  engine  had  not  proved  a  success.  It  was  unsatisfactory,  as  well  to  its 
designer  as  to  the  railroad  community.  The  problem  of  utilizing  more  or  all  of 
the  weight  of  the  engine  for 
adhesion  remained,  in  Mr. 
Baldwin's  view,  yet  to  be 
solved.  The  plan  of  coup- 
ling four  or  six  wheels  had 
long  before  been  adopted  in 
England,  but  on  the  short 
curves  prevalent  on  Ameri- 
can railroads,  he  felt  that 
something  more  was  neces- 
sary. The  wheels  must  not 
only  be  coupled,  but  at  the 

same  time  must  be  free  to  adapt  themselves  to  a  curve, 
were  apparently  incompatible, 
and  to  reconcile  these  incon- 
sistencies was  the  task  which 
Mr.  Baldwin  set  himself  to 
accomplish.  He  undertook  it, 
too,  at  a  time  when  his  busi- 
ness had  fallen  off  greatly  and 
he  was  involved  in  the  most  se- 
rious financial  embarrassments. 
The  problem  was  constantly 
before  him,  and  at  length,  dur- 
ing a  sleepless  night,  its  solu- 
tion flashed  across  his  mind. 
The  plan  so  long  sought  for, 
and  which,  subsequently,  more 
than  any  other  of  his  improve- 
ments or  inventions,  contributed  to  the  foundation  of  his  fortune,  was  his  well- 
known  six-wheels-connected  locomotive  with  the  four  front  driving-wheels  com- 
bined in  a  flexible  truck.  For  this  machine  Mr.  Baldwin  secured  a  patent, 
August  25,  1842.  Its  principal  characteristic  features  are  now  matters  of  history, 
but  they  deserve  here  a  brief  mention.  The  engine  was  on  six  wheels,  all  con- 
nected. The  rear  wheels  were  placed  rigidly  in  the  frames,  usually  behind  the 
fire-box,  with  inside  bearings.  The  cylinders  were  inclined,  and  with  outside 
connections.  The  four  remaining  wheels  had  inside  journals  running  in  boxes 
held  by  two  wide  and  deep  wrought-iron  beams,  one  on  each  side.  These  beams 


Fig.  9. — BALDWIN  FLEXIBLE-BEAM  TRUCK,  1842, — ELEVATION. 


r 

«f=5=== 

=^3_g= 

i 

-J                           } 

\\         ©          [35 

?r^          / 

a  IT  ~n 


HALF  PLAN. 


22  ILLUSTRATED    CATALOGUE. 

were  unconnected,  and  entirely  independent  of  each  other.  The  pedestals 
formed  in  them  were  bored  out  cylindrically,  and  into  them  cylindrical  boxes, 
as  patented  by  him  in  1835,  were  fitted.  The  engine  frame  on  each  side  was 
directly  over  the  beam,  and  a  spherical  pin,  running  down  from  the  frame,  bore 
in  a.  socket  in  the  beam  midway  between  the  two  axles.  It  will  thus  be  seen 
that  each  side-beam  independently  could  turn  horizontally  or  vertically  under 
the  spherical  pin,  and  the  cylindrical  boxes  could  also  turn  in  the  pedestals. 
Hence,  in  passing  a  curve,  the  middle  pair  of  drivers  could  move  laterally  in 
one  direction — say  to  the  right — while  the  front  pair  could  move  in  the  opposite 
direction,  or  to  the  left;  the  two  axles  all  the  while  remaining  parallel  to  each 
other  and  to  the  rear  driving-axle.  The  operation  of  these  beams  was,  therefore, 
like  that  of  the  parallel-ruler.  On  a  straight  line  the  two  beams  and  the  two 
axles  formed  a  rectangle ;  on  curves,  a  parallelogram,  the  angles  varying  with 
the  degree  of  curvature.  The  coupling-rods  were  made  with  cylindrical  brasses, 
thus  forming  ball-and-socket  joints,  to  enable  them  to  accommodate  themselves 
to  the  lateral  movements  of  the  wheels.  Colburn,  in  his  "Locomotive  Engineer- 
ing," remarks  of  this  arrangement  of  rods  as  follows : 

"  Geometrically,  no  doubt,  this  combination  of  wheels  could  only  work  properly  around 
curves  by  a  lengthening  and  shortening  of  the  rods  which  served  to  couple  the  principal  pair 
of  driving-wheels  with  the  hind  truck-wheels.  But  if  the  coupling-rods  from  the  principal 
pair  of  driving-wheels  be  five  feet  long,  and  if  the  beams  of  the  truck-frame  be  four  feet  long 
(the  radius  of  curve  described  by  the  axle-boxes  around  the  spherical  side  bearings  being  two 
feet),  then  the  total  corresponding  lengthening  of  the  coupling-rods,  in  order  to  allow  the 
hind  truck-wheels  to  move  one  inch  to  one  side,  and  the  front  wheels  of  the  truck  one  inch 
to  the  other  side,  of  their  normal  position  on  a  straight  line,  would  be  ^/  6o2  -f  i2 —  60  -j- 
24  —  v/242  —  I2  =  0.027 5  inch,  or  less  than  one  thirty-second  of  an  inch.  And  if  only  one 
pair  of  driving-wheels  were  thus  coupled  with  a  four-wheeled  truck,  the  total  wheel  base  being 
nine  feet,  the  motion  permitted  by  this  slight  elongation  of  the  coupling-rods  (an  elongation 
provided  for  by  a  trifling  slackness  in  the  brasses)  would  enable  three  pairs  of  wheels  to  stand 
without  binding  in  a  curve  of  only  one  hundred  feet  radius." 

The  first  engine  of  the  new  plan  was  finished  early  in  December,  1842,  being 
one  of  fourteen  engines  constructed  in  that  year,,  and  was  sent  to  the  Georgia 
Railroad,  on  the  order  of  Mr.  J.  Edgar  Thomson,  then  Chief  Engineer  and 
Superintendent  of  that  line.  It  weighed  twelve  tons,  and  drew,  besides  its  own 
weight,  two  hundred  and  fifty  tons  up  a  grade  of  thirty-six  feet  to  the  mile. 

Other  orders  soon  followed.  The  new  machine  was  received  generally  with 
great  favor.  The  loads  hauled  by  it  exceeded  anything  so  far  known  in  Ameri- 
can railroad  practice,  and  sagacious  managers  hailed  it  as  a  means  of  largely 
reducing  operating  expenses.  On  the  Central  Railroad  of  Georgia,  one  of  these 
twelve-ton  engines  drew  nineteen  eight-wheeled  cars,  with  seven  hundred  and 
fifty  bales  of  cotton,  each  bale  weighing  four  hundred  and  fifty  pounds,  over 
maximum  grades  of  thirty  feet  per  mile,  and  the  manager  of  the  road  declared 
•  that  it  could  readily  take  one  thousand  bales.  On  the  Philadelphia  and  Reading 
Railroad  a  similar  engine  of  eighteen  tons  weight  drew  one  hundred  and  fifty 


-I 


BALDWIN  LOCOMOTIVE    WORKS. 


loaded  cars  (total  weight  of  cars  and  lading,  one  thousand  one  hundred  and 
thirty  tons)  from  Schuylkill  Haven  to  Philadelphia,  at  a  speed  of  seven  miles 
per  hour.  The  regular  load  was  one  hundred  loaded  cars,  which  were  hauled 
at  a  speed  of  from  twelve  to  fifteen  miles  per  hour  on  a  level. 

The  following  extract  from  a  letter,  dated  August  10,  1844,  of  Mr.  G.  A. 
Nicolls,  then  superintendent  of  that  line,  gives  the  particulars  of  the  performance 
of  these  machines,  and  shows  the  estimation  in  which  they  were  held : 

"  We  have  had  two  of  these  engines  in  operation  for  about  four  weeks.  Each  engine  weighs 
about  forty  thousand  pounds  with  water  and  fuel,  equally  distributed  on  six  wheels,  all  of 
which  are  coupled,  thus  gaining  the  whole  adhesion  of  the  engine's  weight.  Their  cylinders 
are  fifteen  by  eighteen  inches. 

"  The  daily  allotted  load  of  each  of  these  engines  is  one  hundred  coal  cars,  each  loaded 
with  three  and  six-tenths  tons  of  coal,  and  weighing  two  and  fifteen  one-hundredths  tons  each, 
empty ;  making  a  net  weight  of  three  hundred  and  sixty  tons  of  coal  carried,  and  a  gross 
weight  of  train  of  five  hundred  and  seventy-five  tons,  all  of  two  thousand  two  hundred  and 
forty  pounds. 

"This  train  is  hauled  over  the  ninety-four  miles  of  the  road,  half  of  which  is  level,  at  the 
rate  of  twelve  miles  per  hour ;  and  with  it  the  engine  is  able  to  make  fourteen  to  fifteen  miles 
per  hour  on  a  level. 

"  Were  all  the  cars  on  the  road  of  sufficient  strength,  and  making  the  trip  by  daylight, 
nearly  one-half  being  now  performed  at  night,  I  have  no  doubt  of  these  engines  being  quite 
equal  to  a  load  of  eight  hundred  tons  gross,  as  their  average  daily  performance  on  any  of  the 
levels  of  our  road,  some  of  which  are  eight  miles  long. 

"In  strength  of  make,  quality  of  workmanship,  finish,  and  proportion  of  parts,  I  consider 
them  equal  to  any,  and  superior  to  most,  freight  engines  I  have  seen.  They  are  remarkably 
easy  on  the  rail,  either  in  their  vertical  or  horizontal  action,  from  the  equalization  of  their 
weight,  and  the  improved  truck  under  the  forward  part  of  the  engine.  This  latter  adapts 
itself  to  all  the  curves  of  the  road,  including  some  of  seven  hundred  and  sixteen  feet  radius 
in  the  main  track,  and  moves  with  great  ease  around  our  turning  Y  curves  at  Richmond,  of 
about  three  hundred  feet  radius. 

"  I  consider  these  engines  as  near  perfection,  in  the  arrangement  of  their  parts,  and  their 
general  efficiency,  as  the  present  improvements  in  machinery  and  the  locomotive  engine  will 
admit  of.  They  are  saving  us  thirty  per  cent,  in  every  trip  on  the  former  cost  of  motive  or 
engine  power." 

But  the  flexible-beam  truck  also  enabled  Mr.  Baldwin  to  supply  an  engine 
with  four  driving-wheels  connected.  Other  builders  were  making  engines  with 
four  driving-wheels  and  a  four-wheeled  truck,  of  the  present  American  standard 
type.  To  compete  with  this  design,  Mr.  Baldwin  modified  his  six-wheels-con- 
nected engine  by  connecting  only  two  out  of  the  three  pairs  of  wheels,  making 
the  forward  wheels  of  smaller  diameter  as  leading  wheels,  but  combining  them 
with  the  front  driving-wheels  in  a  flexible  beam-truck.  The  first  engine  on  this 
plan  was  sent  to  the  Erie  and  Kala-mazoo  Railroad,  in  October,  1843,  and  gave 
great  satisfaction.  The  Superintendent  of  the  road  was  enthusiastic  in  its  praise, 
and  wrote  to  Mr.  Baldwin  that  he  doubted  "if  anything  could  be  got  up  which 
would  answer  the  business  of  the  road  so  well."  One  was  also  sent  to  the 
Utica  and  Schenectady  Railroad  a  few  weeks  later,  of  which  the  Superintendent 


24  ILLUSTRATED   CATALOGUE. 

remarked  that  "  it  worked  beautifully,  and  there  were  not  wagons  enough  to 
give  it  a  full  load."  In  this  plan  the  leading  wheels  were  usually  made  thirty-six 
and  the  driving-wheels  fifty-four  inches  in  diameter. 

This  machine  of  course  came  in  competition  with  the  eight-wheeled  engine 
having  four  driving-wheels,  and  Mr.  Baldwin  claimed  for  his  plan  a  decided 
superiority.  In  each  case  about  two-thirds  of  the  total  weight  was  carried  on 
the  four  driving-wheels,  and  Mr.  Baldwin  maintained  that  his  engine,  having 
only  six  instead  of  eight  wheels,  was  simpler  and  more  effective. 

At  about  this  period  Mr.  Baldwin's  attention  was  called  by  Mr.  Levi  Bissell 
to  an  "Air  Spring"  which  the  latter  had  devised,  and  which  it  was  imagined  was 
destined  to  be  a  cheap,  effective,  and  perpetual  spring.  The  device  consisted  of 
a  small  cylinder  placed  above  the  frame  over  the  axle-box,  and  having  a  piston 
fitted  air-tight  into  it.  The  piston-rod  was  to  bear  on  the  axle-box,  and  the 
proper  quantity  of  air  was  to  be  pumped  into  the  cylinder  above  the  piston,  and 
the  cylinder  then  hermetically  closed.  The  piston  had  a  leather  packing  which 
was  to  be  kept  moist  by  some  fluid  (molasses  was  proposed)  previously  intro- 
duced into  the  cylinder.  Mr.  Baldwin  at  first  proposed  to  equalize  the  weight 
between  two  pairs  of  drivers,  by  connecting  two  air-springs  on  each  side  by 
a  pipe,  the  use  of  an  equalizing  beam  being  covered  by  Messrs.  Eastwick  & 
Harrison's  patent.  The  air-springs  were  found,  however,  not  to  work  practically, 
and  were  never  applied.  It  may  be  added  that  a  model  of  an  equalizing  air- 
spring  was  exhibited  by  Mr.  Joseph  Harrison,  Jr.,  at  the  Franklin  Institute,  in 
1838  or  1839. 

With  the  introduction  of  the  new  machine,  business  began  at  once  to  revive 
and  the  tide  of  prosperity  turned  once  more  in  Mr.  Baldwin's  favor.  Twelve 
engines  were  constructed  in  1843,  all  but  four  of  them  of  the  new  pattern  ;  twenty- 
two  engines  in  1844,  all  of  the  new  pattern  ;  and  twenty-seven  in  1845.  Three  of 
this  number  were  of  the  old  type,  with  one  pair  of  driving-wheels,  but  from  that 
time  forward  the  old  pattern  with  the  single  pair  of  driving-wheels  disappeared 
from  the  practice  of  the  establishment,  save  occasionally  for  exceptional  purposes. 

In  1842,  the  partnership  with  Mr.  Vail  was  dissolved,  and  Mr.  Asa  Whitney, 
who  had  been  Superintendent  of  the  Mohawk  and  Hudson  Railroad,  became  a 
partner  with  Mr.  Baldwin,  and  the  firm  continued  as  Baldwin  &  Whitney  until 
1846,  when  the  latter  withdrew  to  engage  in  the  manufacture  of  car-wheels, 
establishing  the  firm  of  A.  Whitney  &  Sons,  Philadelphia. 

Mr.  Whitney  brought  to  the  firm  a  railroad  experience  and  thorough  business 
talent  He  introduced  a  system  in  many  details  of  the  management  of  the 
business,  which  Mr.  Baldwin,  whose  mind  was  devoted  more  exclusively  to 
mechanical  subjects,  had  failed  to  establish  or  wholly  ignored.  The  method  at 
present  in  use  in  the  establishment,  of  giving  to  each  class  of  locomotives  a  dis- 
tinctive designation,  composed  of  a  number  and  a  letter,  originated  very  shortly 
after  Mr.  Whitney's  connection  with  the  business.  For  the  purpose  of  represent- 
ing the  different  designs,  sheets  with  engravings  of  locomotives  were  employed. 
The  sheet  showing  the  engine  with  one  pair  of  driving-wheels  was  marked  B ; 


BALDWIN  LOCOMOTIVE  WORKS. 


25 


that  with  two  pairs,  C ;  that  with  three,  D ;  and  that  with  four,  E.  Taking  its 
rise  from  this  circumstance,  it  became  customary  to  designate  as  B  engines  those 
with  one  pair  of  driving-wheels;  as  C  engines,  those  with  two  pairs;  as  D 
engines,  those  with  three  pairs ;  and  as  E  engines,  those  with  four  pairs. 
Shortly  afterwards  a  number,  indicating  the  weight  in  gross  tons,  was  added. 
Thus,  the  12  D  engine  was  one  with  three  pairs  of  driving-wheels,  and  weighing 
twelve  tons;  the  12  C,  an  engine  of  same  weight,  but  with  only  four  wheels 
connected.  A  modification  of  this  method  of  designating  the  several  plans  and 
sizes  is  still  in  use,  and  is  explained  elsewhere. 

It  will  be  observed  that  the  classification  as  thus  established  began  with  the 
B  engines.  The  letter  A  was  reserved  for  an  engine  intended  to  run  at  very  high 
speeds,  and  so  designed  that  the  driving-wheels  should  make  two  revolutions 
for  each  reciprocation  of  the  pistons.  This  was  to  be  accomplished  by  means  of 
gearing.  The  general  plan  of  the  engine  was  determined  in  Mr.  Baldwin's  mind, 
but  was  never  carried  into  execution. 

The  adoption  of  the  plan  of  six-wheels-connected  engines  opened  the  way  at 
once  to  increasing  their  size.  The  weight  being  almost  evenly  distributed  on  six 
points,  heavier  machines  were  admissible,  the  weight  on  any  one  pair  of  driving- 
wheels  being  little,  if  any,  greater  than  had  been  the  practice  with  the  old  plan  of 
engine  having  a  single  pair  of  driving-wheels.  Hence  engines  of  eighteen  and 
twenty  tons  weight  were  shortly  introduced,  and  in  1844  three  of  twenty  tons 
weight,  with  cylinders  sixteen  and  one-half  inches  diameter  by  eighteen  inches 
stroke,  were  constructed  for  the  Western  Railroad  of  Massachusetts,  and  six  of 
eighteen  tons  weight,  with  cylinders  fifteen  by  eighteen,  and  driving-wheels  forty- 
six  inches  in  diameter,  were  built  for  the  Philadelphia  and  Reading  Railroad.  It 
should  be  noted  that  three  of  these  latter  engines  had  iron  flues.  This  was  the 
first  instance  in  which  Mr.  Baldwin  had  employed  tubes  of  this  material,  although 
they  had  been  previously  used  by  others.  Lap-welded  iron  flues  were  made  by 
Morris,  Tasker  &  Co.,  of  Philadelphia,  about  1838,  and  but-welded  iron  tubes  had 
previously  been  made  by  the  same  firm.  Ross  Winans,  of  Baltimore,  had  also 
made  iron  tubes  by  hand  for  locomotives  of  his  manufacture  before  1838.  The 
advantage  found  to  result  from  the  use  of  iron  tubes,  apart  from  their  less  cost, 
was  that  the  tubes  and  boiler-shell,  being  of  the  same  material,  expanded  and 
contracted  alike,  while  in  the  case  of  copper  tubes  the  expansion  of  the  metal  by 
heat  varied  from  that  of  the  boiler-shell,  and  as  a  consequence  there  was  greater 
liability  to  leakage  at  the  joints  with  the  tube-sheets.  The  opinion  prevailed 
largely  at  that  time  that  some  advantage  resulted  in  the  evaporation  of  water, 
owing  to  the  superiority  of  copper  as  a  conductor  of  heat.  To  determine  this 
question,  an  experiment  was  tried  with  two  of  the  six  engines  referred  to  above, 
one  of  which,  the  "Ontario,"  had  copper  flues,  and  another,  the  "New  England," 
iron  flues.  In  other  respects  they  were  precisely  alike.  The  two  engines  were 
run  from  Richmond  to  Mount  Carbon,  August  27,  1844,  each  drawing  a  train  of 
one  hundred  and  one  empty  cars,  and,  returning,  from  Mount  Carbon  to  Rich- 
mond, on  the  following  day,  each  with  one  hundred  loaded  cars.  The  quantity 

4 


J. 


26 


ILLUSTRATED   CATALOGUE. 


of  water  evaporated  and  wood  consumed  was  noted,  with  the  result  shown  in  the 
following  table: 


UP  TRIP,  AUG.  27,  1844. 

DOWN  TRIP,  AUG.  28,  1844. 

"  Ontario." 
(Copper  Flues.) 

"  New  England." 
(Iron  Flues.) 

"  Ontario." 
(Copper  Flues.) 

"  New  England." 
(Iron  Flues.) 

Time,  running  

ph.     7m. 
4h.     2m. 
6.68 

92S-7S 

138.57 

7h.  4im. 
3h.     7m. 
5-50 

757.26 

137.68 

loh.  44m. 
2h.   1  2m. 
6.94 
837.46 

120.67 

8h.   i  gm. 
3h.     8m. 
6. 
656.39 

109.39 

"       standing  at  stations  .     .     . 
Cords  of  wood  burned  .... 
Cubic  feet  of  water  evaporated     . 
Ratio,  cubic  feet  of  water  to  a  cord 
of  wood   

The  conditions  of  the  experiments  not  being  absolutely  the  same  in  each  case, 
the  results  could  not  of  course  be  accepted  as  entirely  accurate.  They  seemed 
to  show,  however,  no  considerable  difference  in  the  evaporative  efficacy  of  copper 
and  iron  tubes. 

The  period  under  consideration  was  marked  also  by  the  introduction  of  the 
French  &  Baird  stack,  which  proved  at  once  to  be  one  of  the  most  successful 
spark-arresters  thus  far  employed,  and  which  was  for  years  used  almost  exclu- 
sively wherever,  as  on  the  cotton-carrying  railroads  of  the  South,  a  thoroughly 
effective  spark-arrester  was  required.  This  stack  was  introduced  by  Mr.  Baird, 
then  a  foreman  in  the  works,  who  purchased  the  patent-right  of  what  had  been 
known  as  the  Grimes  stack,  and  combined  with  it  some  of  the  features  of  the 
stack  made  by  Mr.  Richard  French,  then  Master  Mechanic  of  the  Germantown 
Railroad,  together  with  certain  improvements  of  his  own.  The  cone  over  the 
straight  inside  pipe  was  made  with  volute  flanges  on  its  under  side,  which  gave 
a  rotary  motion  to  the  sparks.  Around  the  cone  was  a  casing  about  six  inches 
smaller  in  diameter  than  the  outside  stack.  Apertures  were  cut  in  the  sides  of 
this  casing,  through  which  the  sparks  in  their  rotary  motion  were  discharged, 
and  thus  fell  to  the  bottom  of  the  space  between  the  straight  inside  pipe  and  the 
outside  stack.  The  opening  in  the  top  of  the  stack  was  fitted  with  a  series  of 
V-shaped  iron  circles  perforated  with  numerous  holes,  thus  presenting  an  en- 
larged area,  through  which  the  smoke  escaped.  The  patent-right  for  this  stack 
was  subsequently  sold  to  Messrs.  Radley  &  Hunter,  and  its  essential  principle  is 
still  used  in  the  Radley  &  Hunter  stack  as  at  present  made. 

In  1845,  Mr.  Baldwin  built  three  locomotives  for  the  Royal  Railroad  Com- 
mittee of  Wiirtemberg.  They  were  of  fifteen  tons  weight,  on  six  wheels,  four  of 
them  being  sixty  inches  in  diameter  and  coupled.  The  front  driving-wheels 
were  combined  by  the  flexible  beams  into  a  truck  with  the  smaller  leading  wheels. 
The  cylinders  were  inclined  and  outside,  and  the  connecting-rods  took  hold  of  a 
half-crank  axle  back  of  the  fire-box.  It  was  specified  that  these  engines  should 
have  the  link-motion  which  had  shortly  before  been  introduced  in  England  by 
the  Stephensons.  Mr.  Baldwin  accordingly  applied  a  link  of  a  peculiar  character 


r 


J. 


BALDWIN  LOCOMOTIVE    WORKS. 


27 


to  suit  his  own  ideas  of  the  device.  The  link  was  made  solid,  and  of  a  trun- 
cated V-section,  and  the  block  was  grooved  so  as  to  fit  and  slide  on  the  outside 
of  the  link. 

During  the  year  1845  another  important  feature  in  locomotive  construction — 
the  cut-off  valve — was  added  to  Mr.  Baldwin's  practice.  Up  to  that  time  the 
valve-motion  had  been  the  two  eccentrics,  with  the  single  flat  hook  for  each 
cylinder.  Since  1841,  Mr.  Baldwin  had  contemplated  the  addition  of  some  device 
allowing  the  steam  to  be  used  expansively,  and  he  now  added  the  "half-stroke 
cut-off."  In  this  device  the  steam-chest  was  separated  by  a  horizontal  plate  into 
an  upper  and  a  lower  compartment.  In  the  upper  compartment,  a  valve,  worked 
by  a  separate  eccentric,  and  having  a  single  opening,  admitted  steam  through  a 
port  in  this  plate  to  the  lower  steam-chamber.  The  valve-rod  of  the  upper  valve 
terminated  in  a  notch  or  hook,  which  engaged  with  the  upper  arm  of  its  rock- 
shaft.  When  thus  working,  it  acted  as  a  cut-off  at  a  fixed  part  of  the  stroke, 
determined  by  the  setting  of  the  eccentric.  This  was  usually  at  half  the  stroke. 
When  it  was  desired  to  dispense  with  the  cut-off  and  work  steam  for  the  full 
stroke,  the  hook  of  the  valve-rod  was  lifted  from  the  pin  on  the  upper  arm  of  the 
rock-shaft  by  a  lever  worked  from  the  footboard,  and  the  valve-rod  was  held  in  a 
notched  rest  fastened  to  the  side  of  the  boiler.  This  left  the  opening  through 
the  upper  valve  and  the  port  in  the  partition  plate  open  for  the  free  passage  of 
steam  throughout  the  whole  stroke.  The  first  application  of  the  half-stroke 
cut-off  was  made  on  the  engine  "Champlain"  (20  D),  built  for  the  Philadelphia 
and  Reading  Railroad  Company,  in  1845.  It  at  once  became  the  practice  to 
apply  the  cut-off  on  all  passenger  engines,  while  the  six-  and  eight-wheels-con- 
nected freight  engines  were,  with  a  few  exceptions,  built  for  a  time  longer  with 
the  single  valve  admitting  steam  for  the  full  stroke. 

After  building,  during  the  years  1843,  1844,  and  1845,  ten  four-wheels-con- 
nected engines  on  the  plan  above  described,  viz.,  six  wheels  in  all,  the  leading 
wheels  and  the  front  driving-wheels  being  combined  into  a  truck  by  the  flexible 
beams,  Mr.  Baldwin  finally  adopted  the  present  design  of  four  driving-wheels  and 
a  four-wheeled  truck.  Some  of  his  customers  who  were  favorable  to  the  latter 
plan  had  ordered  such  machines  of  other  builders,  and  Colonel  Gadsden,  Presi- 
dent of  the  South  Carolina  Railroad  Company,  called  on  him  in  1845  to  build 
for  that  line  some  passenger  engines  of  this  pattern.  He  accordingly  bought  the 
patent-right  for  this  plan  of  engine  of  Mr.  H.  R.  Campbell,  and  for  the  equalizing 
beams  used  between  the  driving-wheels,  of  Messrs.  Eastwick  &  Harrison,  and 
delivered  to  the  South  Carolina  Railroad  Company,  in  December,  1845,  his  first 
eight-wheeled  engine  with  four  driving-wheels  and  a  four-wheeled  truck.  This 
machine  had  cylinders  thirteen  and  three-quarters  by  eighteen,  and  driving- 
wheels  sixty  inches  in  diameter,  with  the  springs  between  them  arranged  as 
equalizers.  Its  weight  was  fifteen  tons.  It  had  the  half-crank  axle,  the  cylinders 
being  inside  the  frame  but  outside  the  smoke-box.  The  inside-connected  engine, 
counterweighting  being  as  yet  unknown,  was  admitted  to  be  steadier  in  running, 
and  hence  more  suituable  for  passenger  service.  With  the  completion  of  the 


r 


ILLUSTRATED    CATALOGUE. 


Fig.  10. — BALDWIN  EIGHT-WHEELS-CONNECTED  ENGINE, 


first  eight-wheeled  "  C"  engine,  Mr.  Baldwin's  feelings  underwent  a  revulsion  in 
favor  of  this  plan,  and  his  partiality  for  it  became  as  great  as  had  been  his 
antipathy  before.  Commenting  on  the  machine,  he  recorded  himself  as  "  more 
pleased  with  its  appearance  and  action  than  any  engine  he  had  turned  out."  In 
addition  to  the  three  engines  of  this  description  for  the  South  Carolina  Railroad 
Company,  a  duplicate  was  sent  to  the  Camden  and  Amboy  Railroad  Company, 
and  a  similar  but  lighter  one  to  the  Wilmington  and  Baltimore  Railroad  Company, 
shortly  afterwards.  The  engine  for  the  Camden  and  Amboy  Railroad  Company, 
and  perhaps  the  others,  had  the  half-stroke  cut-off. 

From  that  time  forward  all  of  his  four-wheels-connected  machines  were  built 

on  this  plan,  and  the  six- 
wheeled  "C"  engine  was 
abandoned,  except  in  the 
case  of  one  built  for  the 
Philadelphia,  Germantown 
and  Norristown  Railroad 
Company  in  1846,  and  this 
was  afterwards  rebuilt  into 
a  six-wheels-connected  ma- 
chine. Three  methods  of 
carrying  out  the  general 
design  were,  however,  sub- 
sequently followed.  At  first  the  half- crank  was  used ;  then  horizontal  cylinders 
inclosed  in  the  chimney-seat  and  working  a  full-crank  axle,  which  form  of  con- 
struction had  been  practiced  at  the  Lowell  Works ;  and  eventually,  outside  cyl- 
inders with  outside  connections. 

Meanwhile  the  flexible  truck  machine  maintained  its  popularity  for  heavy 
freight  service.  All  the  engines  thus  far  built  on  this  plan  had  been  six-wheeled, 
some  with  the  rear  driving-axle  back  of  the  fire-box,  and  others  with  it  in 
front.  The  next  step,  following  logically  after  the  adoption  of  the  eight- 
wheeled  "  C"  engine,  was  to  increase  the  size  of  the  freight  machine,  and  dis- 
tribute the  weight  on  eight  wheels  all  connected,  the  two  rear  pairs  being  rigid 
in  the  frame,  and  the  two  front  pairs  combined  into  the  flexible-beam  truck. 
This  was  first  done  in  1846,  when  seventeen  engines  on  this  plan  were  constructed 
on  one  order  for  the  Philadelphia  and  Reading  Railroad  Company.  Fifteen  of 
these  were  of  twenty  tons  weight,  with  cylinders  fifteen  and  a  half  by  twenty,  and 
wheels  forty-six  inches  in  diameter;  and  two  of  twenty-five  tons  weight,  with 
cylinders  seventeen  and  a  quarter  by  eighteen,  and  wheels  forty-two  inches  in 
diameter.  These  engines  were  the  first  ones  on  which  Mr.  Baldwin  placed  sand- 
boxes, and  they  were  also  the  first  built  by  him  with  roofs.  On  all  previous 
engines  the  footboard  had  only  been  inclosed  by  a  railing.  On  these  engines 
for  the  Reading  Railroad  four  iron  posts  were  carried  up,  and  a  wooden  roof 
supported  by  them.  The  engine-men  added  curtains  at  the  sides  and  front,  and 
Mr.  Baldwin  on  subsequent  engines. added  sides,  with  sash  and  glass.  The  cab 


BALDWIN  LOCOMOTIVE    WORKS. 


29 


Fig.  ii. — BALDWIN  ENGINE  FOR  RACK-RAIL,  1847. 


proper,  however,  was  of  New  England  origin,  where  the  severity  of  the  climate 
demanded  it,  and  where  it  had  been  used  previous  to  this  period. 

Forty-two  engines  were  completed  in  1846,  and  thirty-nine  in  1847.    The  only 
novelty  to  be  noted  among  them  was  the  engine  "  M.  G.  Bright,"  built  for  ope- 
rating  the    inclined    plane   on    the 
Madison  and  Indianapolis  Railroad. 
The  rise  of  this  incline  was  one  in 
seventeen,  from  the  bank  of  the  Ohio 
River  at  Madison.     The  engine  had 
eight    wheels,   forty-two    inches    in 
diameter,  connected,  and  worked  in 
the  usual  manner  by  outside  inclined 


cylinders,  fifteen  and  one-half  inches 
diameter  by  twenty  inches  stroke. 
A  second  pair  of  cylinders,  seventeen 

inches  in  diameter  with  eighteen  inches  stroke  of  piston,  was  placed  vertically 
over  the  boiler,  midway  between  the  furnace  and  smoke-arch.  The  connecting- 
rods  worked  by  these  cylinders  connected  with  cranks  on  a  shaft  under  the 
boiler.  This  shaft  carried  a  single  cog-wheel  at  its  centre,  and  this  cog-wheel 
engaged  with  another  of  about  twice  its  diameter  on  a  second  shaft  adjacent  to 
it  and  in  the  same  plane.  The  cog-wheel  on  this  latter  shaft  worked  in  a  rack- 
rail  placed  in  the  centre  of  the  track.  The  shaft  itself  had  its  bearings  in  the 
lower  ends  of  two  vertical  rods,  one  on  each  side  of  the  boiler,  and  these  rods 
were  united  over  the  boiler  by  a  horizontal  bar  which  was  connected  by  means 
of  a  bent  lever  and  connecting-rod  to  the  piston  worked  by  a  small  horizontal 
cylinder  placed  on  top  of  the  boiler.  By  means  of  this  cylinder,  the  yoke 
carrying  the  shaft  and  cog-wheel  could  be  depressed  and  held  down  so  as  to 
engage  the  cogs  with  the  rack-rail,  or  raised  out  of  the  way  when  only  the 
ordinary  driving-wheels  were  required.  This  device  was  designed  by  Mr.  An- 
drew Cathcart,  Master  Mechanic  of  the  Madison  and  Indianapolis  Railroad.  A 
similar  machine,  the  "John  Brough,"  for  the  same  plane,  was  built  by  Mr.  Baldwin 
in  1850.  The  incline  was  worked  with  a  rack-rail  and  these  engines  until  it  was 
finally  abandoned  and  a  line  with  easier  gradients  substituted. 

The  use  of  iron  tubes  in  freight  engines  grew  in  favor,  and  in  October,  1847, 
Mr.  Baldwin  noted  that  he  was  fitting  his  flues  with  copper  ends,  "for  riveting  to 
the  boiler."- 

The  subject  of  burning  coal  continued  to  engage  much  attention,  but  the  use 
of  anthracite  had  not  as  yet  been  generally  successful.  In  October,  1847,  the 
Baltimore  and  Ohio  Railroad  Company  advertised  for  proposals  for  four  engines 
to  burn  Cumberland  coal,  and  the -order  was  taken  and  filled  by  Mr.  Baldwin 
with  four  of  his  eight-wheels-connected  machines.  These  engines  had  a  heater 
on  top  of  the  boiler  for  heating  the  feed-water,  and  a  grate  with  a  rocking-bar  in 
the  centre,  having  fingers  on  each  side  which  interlocked  with  projections  on 
fixed  bars,  one  in  front  and  one  behind.  The  rocking-bar  was  operated  from  the 


3° 


ILLUSTRATED   CATALOGUE. 


footboard.     This  appears  to  have  been  thje  first  instance  of  the  use  of  a  rocking- 
grate  in  the  practice  of  these  works. 

The  year  1848  showed  a  falling  off  in  business,  and  only  twenty  engines  were 
turned  out.  In  the  following  year,  however,  there  was  a  rapid  recovery,  and  the 
production  of  the  works  increased  to  thirty,  followed  by  thirty-seven  in  1850, 
and  fifty  in  1851.  These  engines,  with  a  few  exceptions,  were  confined  to  three 
patterns,  the  eight-wheeled  four-coupled  engine,  from  twelve  to  nineteen  tons 
in  weight,  for  passengers  and  freight,  and  the  six-  and  eight-wheels-connected 
engine,  for  freight  exclusively,  the  six-wheeled  machine  weighing  from  twelve 
to  seventeen  tons,  and  the  eight-wheeled  from  eighteen  to  twenty-seven  tons. 
The  wheels  of  these  six-  and  eight-wheels-connected  machines  were  made  gen- 
erally forty-two,  with  occasional  variations  up  to  forty-eight,  inches  in  diameter. 
The  exceptions  referred  to  in  the  practice  of  these  years  were  the  fast  passen- 
ger engines  built  by  Mr.  Baldwin  during  this  period.  Early  in  1848  the  Vermont 
Central  Railroad  was  approaching  completion,  and  Governor  Paine,  the  President 
of  the  Company,  conceived  the  idea  that  the  passenger  service  on  the  road  re- 
quired locomotives  capable  of  running  at  very  high  velocities.  Mr.  Baldwin  at 
once  undertook  to  construct  for  that  Company  a  locomotive  which  could  run 
with  a  passenger  train  at  a  speed  of  sixty  miles  per  hour.  The  work  was 
begun  early  in  1848,  and  in  March  of  that  year  Mr.  Baldwin  filed  a  caveat  for  his 
design.  The  engine  was  completed  in  1 849,  and  was  named  the  "  Governor  Paine." 
It  had  one  pair  of  driving-wheels,  six  and  a  half  feet  in  diameter,  placed  back  of 
the  fire-box.  Another  pair  of  wheels,  but  smaller  and  unconnected,  was  placed 
directly  in  front  of  the  fire-box,  and  a  four-wheeled  truck  carried  the  front  of 
the  engine.  The  cylinders  were  seventeen  and  a  quarter  inches  diameter  and 
twenty  inches  stroke,  and  were  placed  horizontally  between  the  frames  and  the 

boiler,  at  about  the  middle 
of  the  waist.  The  con- 
necting-rods took  hold  of 
"  half-cranks"  inside  of  the 
driving-wheels.  The  object 
of  placing  the  cylinders  at 
the  middle  of  the  boiler 
was  to  lessen  or  obivate 
the  lateral  motion  of  the 
engine,  produced  when  the 
cylinders  were  attached  to 
the  smoke-arch.  The  bear- 
ings on  the  two  rear  axles  were  so  contrived  that,  by  means  of  a  lever,  a 
part  of  the  weight  of  the  engine  usually  carried  on  the  wheels  in  front  of  the 
fire-box  could  be  transferred  to  the  driving-axle.  The  "  Governor  Paine"  was 
used  for  several  years  on  the  Vermont  Central  Railroad,  and  then  rebuilt  into  a 
four-coupled  machine.  During  its  career,  it  was  stated  by  the  officers  of  the 
road  that  it  could  be  started  from  a  state  of  rest  and  run  a  mile  in  forty-three 


FIG.  i2. — BALDWIN  FAST  PASSENGER  ENGINE,  i 


BALDWIN  LOCOMOTIVE  WORKS. 


seconds.  Three  engines  on  the  same  pten,  but  with  cylinders  fourteen  by  twenty, 
and  six-feet  driving-wheels,  the  "Mifflin,"  "Blair,"  and  "Indiana,"  were  also  built 
for  the  Pennsylvania  Railroad  Company  in  1849.  They  weighed  each  about 
forty-seven  thousand  pounds,  distributed  as  follows :  eighteen  thousand  on 
driving-wheels,  fourteen  thousand  on  the  pair  of  wheels  in  front  of  the  fire-box, 
and  fifteen  thousand  on  the  truck.  By  applying  the  lever,  the  weight  on  the 
driving-wheels  could  be  increased  to  about  twenty-four  thousand  pounds,  the 
weight  on  the  wheels  in  front  of  the  fire-box  being  correspondingly  reduced.  A 
speed  of  four  miles  in  three  minutes  is  recorded  for  them,  and  upon  one  occasion 
President  Taylor  was  taken  in  a  special  train  over  the  road  by  one  of  these 
machines  at  a  speed  of  sixty  miles  an  hour.  One  other  engine  of  this  pattern, 
the  "Susquehanna,"  was  built  for  the  Hudson  River  Railroad  Company  in  1850. 
Its  cylinders  were  fifteen  inches  diameter  by  twenty  inches  stroke,  and  driving- 
wheels  six  feet  in  diameter.  All  these  engines,  however,  were  short-lived,  and 
died  young,  of  insufficient  adhesion. 

Eight  engines  with  four  driving-wheels  connected  and  half-crank  axles  were 
built  for  the  New  York  and  Erie  Railroad  Company  in  1849,  with  seventeen  by 
twenty-inch  cylinders ;  one-half  of  the  number  with  six-feet  and  the  rest  with 
five-feet  driving-wheels.  These  machines  were  among  the  last  on  which  the  half- 
crank  axle  was  used.  Thereafter,  outside-connected  engines  were  constructed 
almost  exclusively. 

In  May,  1848,  Mr.  Baldwin  filed  a  caveat  for  a  four-cylinder  locomotive,  but 
never  carried  the  design  into  execution.  The  first  instance  of  the  use  of  steel 
axles  in  the  practice  of  the  establishment  occurred  during  the  same  year, — a  set 
being  placed  as  an  experiment  under  an  engine  constructed  for  the  Pennsylvania 
Railroad  Company.  In  1850  the  old  form  of  dome  boiler,  which  had  charac- 
terized the  Baldwin  engine  since  1834,  was  abandoned,  and  the  wagon-top  form 
substituted. 

The  business  in  1851  had  reached  the  full  capacity  of  the  shop,  and  the  next 
year  marked  the  completion  of  about  an  equal  number  of  engines  (forty-nine). 
Contracts  for  work  extended  a  year  ahead,  and,  to  meet  the  demand,  the  facilities 
in  the  various  departments  were  increased,  and  resulted  in  the  construction  of 
sixty  engines  in  1853,  and  sixty-two  in  1854. 

At  the  beginning  of  the  latter  year,  Mr.  Matthew  Baird,  who  had  been  con- 
nected with  the  works  since  1836  as  one  of  its  foremen,  entered  into  partnership 
with  Mr.  Baldwin,  and  the  style  of  the  firm  was  made  M.  W.  Baldwin  &  Co. 

The  only  novelty  in  the  general  plan  of  engines  during  this  period  was  the 
addition  of  the  ten-wheeled  engine  to  the  patterns  of  the  establishment.  The 
success  of  Mr.  Baldwin's  engines  with  all  six  or  eight  wheels  connected,  and  the 
two  front  pairs  combined  by  the  parallel  beams  into  a  flexible  truck,  had  been 
so  marked  that  it  was  natural  that  he  should  oppose  any  other  plan  for  freight 
service.  The  ten-wheeled  engine,  with  six  driving-wheels  connected,  had,  how- 
ever, now  become  a  competitor.  This  plan  of  engine  was  first  patented  by 
Septimus  Norris,  of  Philadelphia,  in  1846,  and  the  original  design  was  apparently 


L 


ILLUSTRATED   CATALOGUE. 


to  produce  an  engine  which  should  haver  equal  tractive  power  with  the  Baldwin 
six-wheels-connected  machine.  This  the  Norris  patent  sought  to  accomplish  by 
proposing  an  engine  with  six  driving-wheels  connected,  and  so  disposed  as  to 
carry  substantially  the  whole  weight,  the  forward  driving-wheels  being  in  advance 
of  the  centre  of  gravity  of  the  engine,  and  the  truck  only  serving  as  a  guide,  the 
front  of  the  engine  being  connected  with  it  by  a  pivot-pin,  but  without  a  bearing 
on  the  centre-plate.  Mr.  Norris's  first  engine  on  this  plan  was  tried  in  April, 
1847,  and  was  found  not  to  pass  curves  so  readily  as  was  expected.  As  the 
truck  carried  little  or  no  weight,  it  would  not  keep  the  track.  The  New  York 
and  Erie  Railroad  Company,  of  which  John  Brandt  was  then  Master  Mechanic, 
shortly  afterwards  adopted  the  ten-wheeled  engine,  modified  in  plan  so  as  to 
carry  a  part  of  the  weight  on  the  truck.  Mr.  Baldwin  filled  an  order  for  this 
company,  in  1850,  of  four  eight-wheels-connected  engines,  and  in  making  the 
contract  he  agreed  to  substitute  a  truck  for  the  front  pair  of  wheels  if  desired 
after  trial.  This,  however,  he  was  not  called  upon  to  do. 

In  February,  1852,  Mr.  J.  Edgar  Thomson,  President  of  the  Pennsylvania 
Railroad  Company,  invited  proposals  for  a  number  of  freight  locomotives  of 
fifty-six  thousand  pounds  weight  each.  They  were  to  be  adapted  to  burn  bitu- 
minous coal,  and  to  have  six  wheels  connected  and  a  truck  in  front,  which  might 
be  either  of  two  or  four  wheels.  Mr.  Baldwin  secured  the  contract,  and  built 
twelve  engines  of  the  prescribed  dimensions,  viz.,  cylinders  eighteen  by  twenty- 
two  ;  driving-wheels  forty-four  inches  in  diameter,  with  chilled  tires.  Several  of 
these  engines  were  constructed  with  a  single  pair  of  truck-wheels  in  front  of  the 
driving-wheels,  but  back  of  the  cylinders.  It  was  found,  however,  after  the 
engines  were  put  in  service,  that  the  two  truck-wheels  carried  eighteen  thousand 
or  nineteen  thousand  pounds,  and  this  was  objected  to  by  the  company  as  too 
great  a  weight  to  be  carried  on  a  single  pair  of  wheels.  On  the  rest  of  the 
engines  of  the  order,  therefore,  a  four-wheeled  truck  in  front  was  employed. 

The  ten-wheeled  engine  thereafter  assumed  a  place  in  the  Baldwin  classifica- 
tion. In  1855-56,  two  of  twenty-seven  tons  weight,  nineteen  by  twenty-two 
cylinders,  forty-eight  inches  driving-wheels,  were  built  for  the  Portage  Railroad, 
and  three  for  the  Pennsylvania  Railroad.  In  1855,  '56,  and  '57,  fourteen  of  the 
same  dimensions  were  built  for  the  Cleveland  and  Pittsburg  Railroad;  four  for 
the  Pittsburg,  Fort  Wayne  and  Chicago  Railroad ;  and  one  for  the  Marietta  and 
Cincinnati  Railroad.  In  1858  and  '59,  one  was  constructed  for  the  South 
Carolina  Railroad,  of  the  same  size,  and  six  lighter  ten-wheelers,  with  cylinders 
fifteen  and  a  half  by  twenty-two,  and  four- feet  driving-wheels,  and  two  with 
cylinders  sixteen  by  twenty-two,  and  four-feet  driving-wheels,  were  sent  out  to 
railroads  in  Cuba. 

It  was  some  years — not  until  after  1860,  however — before  this  pattern  of  engine 
wholly  superseded  in  Mr.  Baldwin's  practice  the  old  plan  of  freight  engine  on 
six  or  eight  wheels,  all  connected. 

On  three  locomotives — the  "Clinton,"  "Athens,"  and  "Sparta" — completed  for 
the  Central  Railroad  of  Georgia  in  July,  1852,  the  driving-boxes  were  made  with 


BALDWIN  LOCOMOTIVE    WORKS. 


a  slot  or  cavity  in  the  line  of  the  vertical  bearing  on  the  journal.  The  object 
was  to  produce  a  more  uniform  distribution  of  the  wear  over  the  entire  surface 
of  the  bearing.  This  was  the  first  instance  in  which  this  device,  which  has  since 
come  into  general  use,  was  employed  in  the  Works,  and  the  boxes  were  so  made 
by  direction  of  Mr.  Charles  Whiting,  then  Master  Mechanic  of  the  Central  Rail- 
road of  Georgia.  He  subsequently  informed  Mr.  Baldwin  that  this  method  of 
fitting  up  driving-boxes  had  been  in  use  on  the  road  for  several  years  previous 
to  his  connection  with  the  company.  As  this  device  was  subsequently  made 
the  subject  of  a  patent  by  Mr.  David  Matthew,  these  facts  may  not  be  without 
interest. 

In  1853,  Mr.  Charles  Ellet,  Chief  Engineer  of  the  Virginia  Central  Railroad, 
laid  a  temporary  track  across  the  Blue  Ridge,  at  Rock  Fish  Gap,  for  use 
during  the  construction  of  a  tunnel  through  the  mountain.  This  track  was 
twelve  thousand  five  hundred  feet  in  length  on  the  eastern  slope,  ascending  in 
that  distance  six  hundred  and  ten  feet,  or  at  the  average  rate  of  one  in  twenty 
and  a  half  feet.  The  maximum  grade  was  calculated  for  two  hundred  and 
ninety-six  feet  per  mile,  and  prevailed  for  half  a  mile.  It  was  found,  however, 
in  fact,  that  the  grade  in  places  exceeded  three  hundred  feet  -per  mile.  The 
shortest  radius  of  curvature  was  two  hundred  and  thirty-eight  feet.  On  the 
western  slope,  which  was  ten  thousand  six  hundred  and  fifty  feet  in  length,  the 
maximum  grade  was  two  hundred  and  eighty  feet  per  mile,  and  the  ruling  radius 
of  curvature  three  hundred  feet.  This  track  was  worked  by  two  of  the  Baldwin 
six-wheels-connected  flexible-beam  truck  locomotives  constructed  in  1853—54. 
From  a  description  of  this  track,  and  the  mode  of  working  it,  published  by  Mr. 
Ellet  in  1856,  the  following  is  extracted: 

"The  locomotives  mainly  relied  on  for  this  severe  duty  were  designed  and  constructed  by 
the  firm  of  M.  W.  Baldwin  &  Company,  of  Philadelphia^  The  slight  modifications  introduced 
at  the  instance  of  the  writer  to  adapt  them  better  to  the  particular  service  to  be  performed  in 
crossing  the  Blue  Ridge,  did  not  touch  the  working  proportions  or  principle  of  the  engines, 
the  merits  of  which  are  due  to  the  patentee,  M.  W.  Baldwin,  Esq. 

"  These  engines  are  mounted  on  six  wheels,  all  of  which  are  drivers,  and  coupled,  and 
forty-two  inches  diameter.  The  wheels  are  set  very  close,  so  that  the  distance  between  the 
extreme  points  of  contact  of  the  wheels  and  the  rail,  of  the  front  and  rear  drivers,  is  nine  feet 
four  inches.  This  closeness  of  the  wheels,  of  course,  greatly  reduces  the  difficulty  of  turning 
the  short  curves  of  the  road.  The  diameter  of  the  cylinders  is  sixteen  and  a  half  inches,  and 
the  length  of  the  stroke  twenty  inches.  To  increase  the  adhesion,  and  at  the  same  time  avoid 
the  resistance  of  a  tender,  the  engine  carries  its  tank  upon  the  boiler,  and  the  footboard  is 
lengthened  out  and  provided  with  suspended  side-boxes,  where  a  supply  of  fuel  may  be  stored. 
By  this  means  the  weight  of  wood  and  water,  instead  of  abstracting  from  the  effective  power 
of  the  engine,  contributes  to  its  adhesion  and  consequent  ability  to  climb  the  mountain.  The 
total  weight  of  these  engines  is  fifty-five  thousand  pounds,  or  twenty-seven  and  a  half  tons, 
when  the  boiler  and  tank  are  supplied  with  water,  and  fuel  enough  for  a  trip  of  eight  miles  is 
on  board.  The  capacity  of  the  tank  is  sufficient  to  hold  one  hundred  cubic  feet  of  water,  and 
it  has  storage-room  on  top  for  one  hundred  cubic  feet  of  wood,  in  addition  to  what  may  be 
carried  jn  the  side-boxes  and  on  the  footboard. 

"  To  enable  the  engines  better  to  adapt  themselves  to  the  flexures  of  the  road,  the  front  and 

5 


-L 


34 


ILLUSTRATED    CATALOGUE. 


middle  pairs  of  drivers  are  held  in  position  by  wrought-iron  beams,  having  cylindrical  boxes 
in  each  end  for  the  journal-bearings,  which  beams  vibrate  on  spherical  pins  fixed  in  the  frame 
of  the  engine  on  each  side,  and  resting  on  the  centres  of  the  beams.  The  object  of  this 
arrangement  is  to  form  a  truck,  somewhat  flexible,  which  enables  the  drivers  more  readily 
to  traverse  the  curves  of  the  road. 

"  The  writer  has  never  permitted  the  power  of  the  engines  on  this  mountain  road  to  be  fully 
tested.  The  object  has  been  to  work  the  line  regularly,  economically,  and,  above  all,  safely  ; 
and  these  conditions  are  incompatible  with  experimental  loads  subjecting  the  machinery  to 
severe  strains.  The  regular  daily  service  of  each  of  the  engines  is  to  make  four  trips,  of  eight 
miles,  over  the  mountain,  drawing  one  eight-wheel  baggage  car,  together  with  two  eight-wheel 
passenger  cars,  in  each  direction. 

"  In  conveying  freight,  the  regular  train  on  the  mountain  is  three  of  the  eight-wheel  house- 
cars,  fully  loaded,  or  four  of  them  when  empty  or  partly  loaded. 

"  These  three  cars,  when  full,  weigh,  with  their  loads,  from  forty  to  forty-three  tons.  Some- 
times, though  rarely,  when  the  business  has  been  unusually  heavy,  the  loads  have  exceeded 
fifty  tons. 

"With  such  trains  the  engines  are  stopped  on  the  track,  ascending  or  descending,  and  are 
started  again,  on  the  steepest  grades,  at  the  discretion  of  the  engineer. 

"Water,  for  the  supply  of  the  engines,  has  been  found  difficult  to  obtain  on  the  mountain ; 
and,  since  the  road  was  constructed,  a  tank  has  been  established  on  the  eastern  slope,  where 
the  ascending  engines  stop  daily  on  a  grade  of  two  hundred  and  eighty  feet  per  mile,  and  are 
there  held  by  the  brakes  while  the  tank  is  being  filled,  and  started  again  at  the  signal  and 
without  any  difficulty. 

"  The  ordinary  speed  of  the  engines,  when  loaded,  is  seven  and  a  half  miles  an  hour  on  the 
ascending  grades,  and  from  five  and  a  half  to  six  miles  an  hour  on  the  descent. 

"  When  the  road  was  first  opened,  it  speedily  appeared  that  the  difference  of  forty-three  feet 
on  the  western  side,  and  fifty-eight  feet  on  the  eastern  side,  between  the  grades  on  curves  of 
three  hundred  feet  radii  and  those  on  straight  lines,  was  not  sufficient  to  compensate  for  the 
increased  friction  due  to  such  curvature.  The  velocity,  with  a  constant  supply  of  steam,  was 
promptly  retarded  on  passing  from  a  straight  line  to  a  curve,  and  promptly  accelerated  again 
on  passing  from  the  curve  to  the  straight  line.  But,  after  a  little  experience  in  the  working  of 
the  road,  it  was  found  advisable  to  supply  a  small  amount  of  grease  to  the  flange  of  the  engine 
by  means  of  a  sponge,  saturated  with  oil,  which,  when  needed,  is  kept  in  contact  with  the 
wheel  by  a  spring.  Since  the  use  of  the  oil  was  introduced,  the  difficulty  of  turning  the  curves 
has  been  so  far  diminished,  that  it  is  no  longer  possible  to  determine  whether  grades  of  two 
hundred  and  thirty-seven  and  six-tenths  feet  per  mile  on  curves  of  three  hundred  feet  radius, 
or  grades  of  two  hundred  and  ninety-six  feet  per  mile  on  straight  lines,  are  traversed  most 
rapidly  by  the  engine. 

"When  the  track  is  in  good  condition,  the  brakes  of  only  two  of  the  cars  possess  sufficient 
power  to  control  and  regulate  the  movement  of  the  train, — that  is  to  say,  they  will  hold  back 
the  two  cars  and  the  engine.  When  there  are  three  or  more  cars  in  the  train,  the  brakes  on 
the  cars,  of  course,  command  the  train  so  much  the  more  easily. 

"But  the  safety  of  the  train  is  not  dependent  on  the  brakes  of  the  car.  There  is  also  a 
valve  or  air-cock  in  the  steam-chest,  under  the  control  of  the  engineer.  This  air-cock  forms 
an  independent  brake,  exclusively  at  the  command  of  the  engineer,  and  which  can  always 
be  applied  when  the  engine  itself  is  in  working  order.  The  action  of  this  power  may  be  made 
ever  so  gradual,  either  slightly  relieving  the  duty  of  the  brakes  on  the  cars,  or  bringing  into 
play  the  entire  power  of  the  engine.  The  train  is  thus  held  in  complete  command." 

The  Mountain  Top  Track,  it  may  be  added,  was  worked  successfully  for  several 
years,  by  the  engines  described  in  the  above  extract,  until  it  was  abandoned  on 
the  completion  of  the  tunnel.  The  exceptionally  steep  grades  and  short  curves 


BALDWIN  LOCOMOTIVE    WORKS.  35 

which  characterized  the  line,  afforded  a  complete  and  satisfactory  test  of  the 
adaptation  of  these  machines  to  such  peculiar  service. 

But  the  period  now  under  consideration  was  marked  by  another,  and  a  most 
important,  step  in  the  progress  of  American  locomotive  practice.  We  refer  to 
the  introduction  of  the  link-motion.  Although  this  device  was  first  employed 
by  William  T.  James,  of  New  York,  in  1832,  and  eleven  years  later  by  the 
Stephensons,  in  England,  and  was  by  them  applied  thenceforward  on  their  en- 
gines, it  was  not  until  1849  that  it  was  adopted  in  this  country.  In  that  year 
Mr.  Thomas  Rogers,  of  the  Rogers  Locomotive  and  Machine  Company,  intro- 
duced it  in  his  practice.  Other  builders,  however,  strenuously  resisted  the  inno- 
vation, and  none  more  so  than  Mr.  Baldwin.  The  theoretical  objections  which 
confessedly  apply  to  the  device,  but  which  practically  have  been  proved  to  be 
unimportant,  were  urged  from  the  first  by  Mr.  Baldwin  as  arguments  against 
its  use.  The  strong  claim  of  the  advocates  of  the  link-motion,  that  it  gave  a 
means  of  cutting  off  steam  at  any  point  of  the  stroke,  could  not  be  gainsaid, 
and  this  was  admitted  to  be  a  consideration  of  the  first  importance.  This  very 
circumstance  undoubtedly  turned  Mr.  Baldwin's  attention  to  the  subject  of 
methods  for  cutting  off  steam,  and  one  of  the  first  results  was  his  "  Variable 
Cut-off,"  patented  April  27,  1852.  This  device  consisted  of  two  valves,  the 
upper  sliding  upon  the  lower,  and  worked  by  an  eccentric  and  rock-shaft  in  the 
usual  manner.  The  lower  valve  fitted  steam-tight  to  the  sides  of  the  steam- 
chest  and  the  under  surface  of  the  upper  valve.  When  the  piston  reached  each 
end  of  its  stroke,  the  full  pressure  of  steam  from  the  boiler  was  admitted  around 
the  upper  valve,  and  transferred  the  lower  valve  instantaneously  from  one  end 
of  the  steam-chest  to  the  other.  The  openings  through  the  two  valves  were 
so  arranged  that  steam  was  admitted  to  the  cylinder  only  for  a  part  of  the 
stroke.  The  effect  was,  therefore,  to  cut  off  steam  at  a  given  point,  and  to  open 
the  induction  and  exhaust  ports  substantially  at  the  same  instant  and  to  their  full 
extent.  The  exhaust  port,  in  addition,  remained  fully  open  while  the  induction 
port  was  gradually  closing,  and  after  it  had  entirely  closed.  Although  this 
device  was  never  put  in  use,  it  may  be  noted  in  passing  that  it  contained  sub- 
stantially the  principle  of  the  steam-pump,  as  since  patented  and  constructed. 

Early  in  1853,  Mr.  Baldwin  abandoned  the  half-stroke  cut-off,  previously 
described,  and  which  he  had  been  using  since  1845,  and  adopted  the  variable 
cut-off,  which  was  already  employed  by  other  builders.  One  of  his  letters, 
written  in  January,  1853,  states  his  position,  as  follows : 

"  I  shall  put  on  an  improvement  in  the  shape  of  a  variable  cut-off,  which  can  be  operated 
by  the  engineer  while  the  machine  is  running,  and  which  will  cut  off  anywhere  from  six  to 
twelve  inches,  according  to  the  load  and  amount  of  steam  wanted,  and  this  without  the  link- 
motion,  which  I  could  never  be  entirely  satisfied  with.  I  still  have  the  independent  cut-off, 
and  the  additional  machinery  to  make  it  variable  will  be  simple  and  not  liable  to  be  deranged." 

This  form  of  cut-off  was  a  separate  valve,  sliding  on  a  partition  plate  between 
it  and  the  main  steam-valve,  and  worked  by  an  independent  eccentric  and  rock- 


T 


36  ILLUSTRATED  CATALOGUE. 

shaft.  The  upper  arm  of  the  rock-shaft  was  curved  so  as  to  form  a  radius-arm, 
on  which  a  sliding-block,  forming  the  termination  of  the  upper  valve-rod,  could 
be  adjusted  and  held  at  varying  distances  from  the  axis,  thus  producing  a  vari- 
able travel  of  the  upper  valve.  This  device  did  not  give  an  absolutely  perfect 
cut-off,  as  it  was  not  operative  in  backward  gear,  but  when  running  forward  it 
would  cut  off  with  great  accuracy  at  any  point  of  the  stroke,  was  quick  in  its 
movement,  and  economical  in  the  consumption  of  fuel. 

After  a  short  experience  with  this  arrangement  of  the  cut-off,  the  partition 
plate  was  omitted,  and  the  upper  valve  was  made  to  slide  directly  on  the  lower. 
This  was  eventually  found  objectionable,  however,  as  the  lower  valve  would  soon 
cut  a  hollow  in  the  valve-face.  Several  unsuccessful  attempts  were  made  to 
remedy  this  defect  by  making  the  lower  valve  of  brass,  with  long  bearings,  and 
making  the  valve-face  of  the  cylinder  of  hardened  steel ;  finally,  however,  the 
plan  of  one  valve  on  the  other  was  abandoned  and  a  recourse  was  again  had  to 
an  interposed  partition  plate,  as  in  the  original  half-stroke  cut-off. 

Mr.  Baldwin  did  not  adopt  this  form  of  cut-off  without  some  modification  of 

his  own,  and  the  mod- 
ification in  this  in- 
stance consisted  of  a 
peculiar  device,  pat- 
ented September  13, 
1853,  f°r  raising  and 
lowering  the  block  on 

FIG.  13.— VARIABLE  CUT-OFF  ADJUSTMENT.  "16       radlUS-arm.          A 

quadrant   was    placed 

so  that  its  circumference  bore  nearly  against  a  curved  arm  projecting  down  from 
the  sliding-block,  and  which  curved  in  the  reverse  direction  from  the  quadrant. 
Two  steel  straps  side  by  side  were  interposed  between  the  quadrant  and  this 
curved  arm.  One  of  the  straps  was  connected  to  the  lower  end  of  the  quadrant 
and  the  upper  end  of  the  curved  arm ;  the  other,  to  the  upper  end  of  the  quadrant 
and  the  lower  end  of  the  curved  arm.  The  effect  was  the  same  as  if  the  quad- 
rant and  arm  geared  into  each  other  in  any  position  by  teeth,  and  theoretically 
the  block  was  kept  steady  in  whatever  position  placed  on  the  radius-arm  of  the 
rock-shaft.  This  was  the  object  sought  to  be  accomplished,  and  was  stated  in 
the  specification  of  the  patent  as  follows : 

"  The  principle  of  varying  the  cut-off  by  means  of  a  vibrating  arm  and  sliding  pivot-block 
has  long  been  known,  but  the  contrivances  for  changing  the  position  of  the  block  upon  the 
arm  have  been  very  defective.  The  radius  of  motion  of  the  link  by  which  the  sliding-block 
is  changed  on  the  arm,  and  the  radius  of  motion  of  that  part  of  the  vibrating  arm  on  which 
the  block  is  placed,  have,  in  this  kind  of  valve  gear,  as  heretofore  constructed,  been  different, 
which  produced  a  continual  rubbing  of  the  sliding-block  upon  the  arm  while  the  arm  is  vibra- 
ting ;  and  as  the  block  for  the  greater  part  of  the  time  occupies  one  position  on  the  arm,  and 
only  has  to  be  moved  toward  either  extremity  occasionally,  that  part  of  the  arm  on  which  the 
block  is  most  used  soon  becomes  so  worn  that  the  block  is  loose,  and  jars." 


BALDWIN  LOCOMOTIVE    WORKS, 


This  method  of  varying  the  cut-off  was  first  applied  on  the  engine  "  Belle," 
delivered  to  the  Pennsylvania  Railroad  Company,  December  6,  1854,  and  there- 
after was  for  some  time  employed  by  Mr.  Baldwin.  It  was  found,  however,  in 
practice  that  the  steel  straps  would  stretch  sufficiently  to  allow  them  to  buckle 
and  break,  and  hence  they  were  soon  abandoned,  and  chains  substituted  between 
the  quadrant  and  curved  arm  of  the  sliding-block  These  chains  in  turn  proved 
little  better,  as  they  lengthened,  allowing  lost  motion,  or  broke  altogether,  so  that 
eventually  the  quadrant  was  wholly  abandoned,  and  recourse  was  finally  had  to 
the  lever  and  link  for  raising  and  lowering  the  sliding-block.  As  thus  arranged, 
the  cut-off  was  substantially  what  was  known  as  the  "  Cuyahoga  Cut-off,"  as 
introduced  by  Mr.  Ethan  Rogers,  of  the  Cuyahoga  Works,  Cleveland,  Ohio, 
except  that  Mr.  Baldwin  used  a  partition  plate  between  the  upper  and  the  lower 
valve. 

But  while  Mr.  Baldwin,  in  common  with  many  'other  builders,  was  thus  reso- 
lutely opposing  the  link-motion,  it  was  nevertheless  rapidly  gaining  favor  with 
railroad  managers.  Engineers  and  master  mechanics  were  everywhere  learning 
to  admire  its  simplicity,  and  were  manifesting  an  enthusiastic  preference  for  en- 
gines so  constructed.  At  length,  therefore,  he  was  forced  to  succumb  ;  and  the 
link  was  applied  to  the  "  Pennsylvania,"  one  of  two  engines  completed  for  the 
Central  Railroad  of  Georgia,  in  February,  1854.  The  other  engine  of  the  order, 
the  "  New  Hampshire,"  had  the  variable  cut-off,  and  Mr.  Baldwin,  while  yielding 
to  the  demand  in  the  former  engine,  was  undoubtedly  sanguine  that  the  working 
of  the  latter  would  demonstrate  the  inferiority  of  the  new  device.  In  this,  how- 
ever, he  was  disappointed,  for  in  the  following  year  the  same  company  ordered 
three  more  engines,  on  which  they  specified  the  link-motion.  In  1856  seventeen 
engines  for  nine  different  companies  had  this  form  of  valve  gear,  and  its  use  was 
thus  incorporated  in  his  practice.  It  was  not,  however,  until  1857  that  he  was 
induced  to  adopt  it  exclusively. 

February  14,  1854,  Mr.  Baldwin  and  Mr.  David  Clark,  Master  Mechanic  of  the 
Mine  Hill  Railroad,  took  out  conjointly  a  patent  for  a  feed-water  heater,  placed 
at  the  base  of  a  locomotive  chimney,  and  consisting  of  one  large  vertical  flue, 
surrounded  by  a  number  of  smaller  ones.  The  exhaust  steam  was  discharged 
from  the  nozzles  through  the  large  central  flue,  creating  a  draft  of  the  products 
of  combustion  through  the  smaller  surrounding  flues.  The  pumps  forced  the 
feed-water  into  the  chamber  around  these  flues,  whence  it  passed  to  the  boiler 
by  a  pipe  from  the  back  of  the  stack.  This  heater  was  applied  on  several  engines 
for  the  Mine  Hill  Railroad,  and  on  a  few  for  other  roads  ;  but  its  use  was  excep- 
tional, and  lasted  only  for  a  year  or  two. 

In  December  of  the  same  year,  Mr.  Baldwin  filed  a  caveat  for  a  variable 
exhaust,  operated  automatically,  by  the  pressure  of  steam,  so  as  to  close  when 
the  pressure  was  lowest  in  the  boiler,  and  open  with  the  increase  of  pressure. 
The  device  was  never  put  in  service. 

The  use  of  coal,  both  bituminous  and  anthracite,  as  a  fuel  for  locomotives, 
had  by  this  time  become  a  practical  success.  The  economical  combustion  of 


38  ILLUSTRATED   CATALOGUE. 

bituminous  coal,  however,  engaged  considerable  attention.  It  was  felt  that  much 
remained  to  be  accomplished  in  consuming  the  smoke  and  deriving  the  maxi- 
mum of  useful  effect  from  the  fuel.  Mr.  Baird,  who  was  now  associated  with 
Mr.  Baldwin  in  the  management  of  the  business,  made  this  matter  a  subject 
of  careful  study  and  investigation.  An  experiment  was  conducted  under  his 
direction,  by  placing  a  sheet-iron  deflector  in  the  fire-box  of  an  engine  on  the 
Germantown  and  Norristown  Railroad.  The  success  of  the  trial  was  such  as  to 
show  conclusively  that  a  more  complete  combustion  resulted.  As,  however,  a 
deflector  formed  by  a  single  plate  of  iron  would  soon  be  destroyed  by  the  action 
of  the  fire,  Mr.  Baird  proposed  to  use  a  water-leg  projecting  upward  and  back- 
ward from  the  front  of  the  fire-box  under  the  flues.  Drawings  and  a  model 
of  the  device  were  prepared,  with  a  view  of  patenting  it,  but  subsequently  the  in- 
tention was  abandoned,  Mr.  Baird  concluding  that  a  fire-brick  arch  as  a  deflector 
to  accomplish  the  same  object  was  preferable.  This  was  accordingly  tried  on 
two  locomotives  built  for  the  Pennsylvania  Railroad  Company  in  1854,  and  was 
found  so  valuable  an  appliance  that  its  use  was  at  once  established,  and  it  was 
put  on  a  number  of  engines  built  for  railroads  in  Cuba  and  elsewhere.  For 
several  years  the  fire-bricks  were  supported  on  side  plugs;  but  in  1858,  in  the 
"  Media,"  built  for  the  West  Chester  and  Philadelphia  Railroad  Company,  water- 
pipes  extending  from  the  crown  obliquely  downward  and  curving  to  the  sides  of 
the  fire-box  at  the  bottom  were  successfully  used  for  the  purpose. 

The  adoption  of  the  link-motion  may  be  regarded  as  the  dividing  line  between 
the  present  and  the  early  and  transitional  stage  of  locomotive  practice.  Changes 
since  that  event  have  been  principally  in  matters  of  detail,  but  it  is  the  gradual 
perfection  of  these  details  which  has  made  the  locomotive  the  symmetrical, 
efficient,  and  wonderfully  complete  piece  of  mechanism  it  is  to-day.  In  per- 
fecting these  minutiae,  the  Baldwin  Locomotive  Works  has  borne  its  part,  and  it 
only  remains  to  state  briefly  its  contributions  in  this  direction. 

The  production  of  the  establishment  during  the  six  years  from  1855  to  1860, 
inclusive,  was  as  follows:  forty-seven  engines  in  1855  ;  fifty-nine  in  1856;  sixty- 
six  in  1857;  thirty-three  in  1858;  seventy  in  1859;  and  eighty-three  in  1860. 
The  greater  number  of  these  were  of  the  ordinary  type,  four  wheels  coupled, 
and  a  four-wheeled  truck,  and  varying  in  weight  from  fifteen  ton  engines,  with 
cylinders  twelve  by  twenty-two,  to  twenty-seven  ton  engines,  with  cylinders  six- 
teen by  twenty-four.  A  few  ten-wheeled  engines  were  built,  as  has  been  pre- 
viously noted,  and  the  remainder  were  the  Baldwin  flexible-truck  six-  and  eight- 
wheels-connected  engines.  The  demand  for  these,  however,  was  now  rapidly 
falling  off,  the  ten-wheeled  and  heavy  "  C"  engines  taking  their  place,  and  by 
1859  they  ceased  to  be  built,  save  in  exceptional  cases,  as  for  some  foreign  roads, 
from  which  orders  for  this  pattern  were  still  occasionally  received. 

A  few  novelties  characterizing  the  engines  of  this  period  may  be  mentioned. 
Several  engines  built  in  1855  had  cross-flues  placed  in  the  fire-box,  under  the 
crown,  in  order  to  increase  the  heating  surface.  This  feature,  however,  was 
found  impracticable,  and  was  soon  abandoned.  The  intense  heat  to  which  the 


T 


BALDWIN  LOCOMOTIVE    WORKS. 


39 


flues  were  exposed  converted  the  water  contained  in  them  into  highly  super- 
heated steam,  which  would  force  its  way  out  through  the  water  around  the 
fire-box  with  violent  ebullitions.  Four  engines  were  built  for  the  Pennsylvania 
Railroad  Company,  in  1856-57,  with  straight  boilers  and  two  domes.  The 
"  Delano"  grate,  by  means  of  which  the  coal  was  forced  into  the  fire-box  from 
below,  was  applied  on  four  ten-wheeled  engines  for  the  Cleveland  and  Pittsburg 
Railroad  in  1857.  In  1859  several  engines  were  built  with  the  form  of  boiler 
introduced  on  the  Cumberland  Valley  Railroad  in  1851  by  Mr.  A.  F.  Smith,  and 
which  consisted  of  a  combustion-chamber  in  the  waist  of  the  boiler,  next  the 
fire-box.  This  form  of  boiler  was  for  some  years  thereafter  largely  used  in 
engines  for  soft  coal.  Tt  was  at  first  constructed  with  the  "  water-leg,"  which 
was  a  vertical  water-space,  connecting  the  top  and  bottom  sheets  of  the  com- 
bustion-chamber, but  eventually  this  feature  was  omitted,  and  an  unobstructed 
combustion-chamber  employed.  Several  engines  were  built  for  the  Philadel- 
phia, Wilmington  and  Baltimore  Railroad  Company  in  1859,  and  thereafter, 
with  the  "  Dimpfel"  boiler,  in  which  the  tubes  contain  water,  and,  starting 
downward  from  the  crown-sheet,  are  curved  to  the  horizontal,  and  terminate 
in  a  narrow  water-space  next  the  smoke-box.  The  whole  waist  of  the  boiler, 
therefore,  forms  a  combustion-chamber,  and  the  heat  and  gases,  after  passing 
for  their  whole  length  along  and  around  the  tubes,  emerge  into  the  lower  part 
of  the  smoke-box. 

In  1860  an  engine  was  built  for  the  Mine  Hill  Railroad,  with  a  boiler  of 
a  peculiar  form.  The  top  sheets  sloped  upward  from  both  ends  toward  the 
centre,  thus  making  a  raised  part  or  hump  in  the  centre.  The  engine  was 
designed  to  work  on  heavy  grades,  and  the  object  sought  by  Mr.  Wilder,  the 
Superintendent  of  the  Mine  Hill  Railroad,  was  to  have  the  water  always  at  the 
same  height  in  the  space  from  which  steam  was  drawn,  whether  going  up  or 
down  grade. 

All  these  experiments  are  indicative  of  the  interest  then  prevailing  upon  the 
subject  of  coal-burning.  The  result  of  experience  and  study  had  meantime 
satisfied  Mr.  Baldwin  that  to  burn  soft  coal  successfully  required  no  peculiar 
devices ;  that  the  ordinary  form  of  boiler,  with  plain  fire-box,  was  right,  with 
perhaps  the  addition  of  a  fire-brick  deflector;  and  that  the  secret  of  the  eco- 
nomical and  successful  use  of  coal  was  in  the  mode  of  firing,  rather  than  in  a 
different  form  of  furnace. 

The  year  1861  witnessed  a  marked  falling  off  in  the  production.  The  breaking 
out  of  the  civil  war  at  first  unsettled  business,  and  by  many  it  was  thought  that 
railroad  traffic  would  be  so  largely  reduced  that  the  demand  for  locomotives 
must  cease  altogether.  -A  large  number  of  hands  were  discharged  from  the 
works,  and  only  forty  locomotives  were  turned  out  during  the  year.  It  was 
even  seriously  contemplated  to  turn  the  resources  of  the  establishment  to  the 
manufacture  of  shot  and  shell,  and  other  munitions  of  war,  the  belief  being 
entertained  that  the  building  of  locomotives  would  have  to  be  altogether  sus- 
pended. So  far,  however,  was  this  from  being  the  case,  that,  after  the  first 


JU  — 

f~ 

40  ILLUSTRATED   CATALOGUE. 


excitement  had  subsided,  it  was  found  that  the  demand  for  transportation  by  the 
general  government,  and  by  the  branches  of  trade  and  production  stimulated  by 
the  war,  was  likely  to  tax  the  carrying  capacity  of  the  principal  Northern  rail- 
roads to  the  fullest  extent.  The  government  itself  became  a  large  purchaser  of 
locomotives,  and  it  is  noticeable,  as  indicating  the  increase  of  travel  and  freight 
transportation,  that  heavier  machines  than  had  ever  before  been  built  became  the 
rule.  Seventy-five  engines  were  sent  from  the  works  in  1862;  ninety-six  in 
1863;  one  hundred  and  thirty  in  1864;  and  one  hundred  and  fifteen  in  1865. 
During  two  years  of  this  period,  from  May,  1862,  to  June,  1864,  thirty-three 
engines  were  built  for  the  United  States  Military  Railroads.  The  demand  from 
the  various  coal-carrying  roads  in  Pennsylvania  and  vicinity  was  particularly 
active,  and  large  numbeis  of  ten-wheeled  engines,  and  of  the  heaviest  eight- 
wheeled  four-coupled  engines,  were  built  Of  the  latter  class,  the  majority  were 
with  fifteen-  and  sixteen-inch  cylinders,  and  of  the  former,  seventeen-  and  eighteen- 
inch  cylinders. 

The  introduction  of  several  important  features  in  construction  marks  this 
period.  Early  in  1861,  four  eighteen-inch  cylinder  freight  locomotives,  with 
six  coupled  wheels,  fifty-two  inches  in  diameter,  and  a  Bissell  pony-truck  with 
radius-bar  in  front,  were  sent  to  the  Louisville  and  Nashville  Railroad  Company. 
This  was  the  first  instance  of  the  use  of  the  Bissell  truck  in  the  Baldwin 
Works.  These  engines,  however,  were  not  of  the  regular  "  Mogul"  type, 
as  they  were  only  modifications  of  the  ten-wheeler,  the  drivers  retaining  the 
same  position,  well  back,  and  a  pair  of  pony-wheels  on  the  Bissell  plan  taking 
the  place  of  the  ordinary  four-wheeled  truck.  Other  engines  of  the  same 
pattern,  but  with  eighteen  and  one-half  inch  cylinders,  were  built  in  1862-63, 
for  the  same  company,  and  for  the  Dom  Pedro  II.  Railway  of  Brazil. 

The  introduction  of  steel  in  locomotive-construction  was  a  distinguishing 
feature  of  the  period.  Steel  tires  were  first  used  in  the  works  in  1862,  on  some 
engines  for  the  Dom  Pedro  II.  Railway  of  South  America.  Their  general 
adoption  on  American  Railroads  followed  slowly.  No  tires  of  this  material 
were  then  made  in  this  country,  and  it  was  objected  to  their  use  that,  as  it  took 
from  sixty  to  ninety  days  to  import  them,  an  engine,  in  case  of  a  breakage  of 
one  of  its  tires,  might  be  laid  up  useless  for  several  months.  To  obviate  this 
objection  M.  W.  Baldwin  &  Co.  imported  five  hundred  steel  tires,  most  of  which 
were  kept  in  stock,  from  which  to  fill  orders.  The  steel  tires  as  first  used  in 
1862  on  the  locomotives  for  the  Dom  PecU&o  Segundo  Railway  were  made  with 
a  "  shoulder"  at  one  edge  of  the  internal  periphery,  and  were  shrunk  on  the 
wheel-centres.  The  sketch  on  opposite  page  (Figure  14)  shows  a  section  of  the 
tire  as  then  used. 

Steel  fire-boxes  were  first  built  for  some  engines  for  the  Pennsylvania  Rail- 
road Company  in  1861.  English  steel  of  a  high  temper  was  used,  and  at  the 
first  attempt  the  fire-boxes  cracked  in  fitting  them  in  the  boilers,  and  it  became 
necessary  to  take  them  out  and  substitute  copper.  American  homogeneous 
cast-steel  was  then  tried  on  engines  231  and  232,  completed  for  the  Pennsylvania 


i 


BALDWIN  LOCOMOTIVE    WORKS. 


Railroad  in  January,  1862,  and  it  was  found  to  work  successfully.  The  fire- 
boxes of  nearly  all  engines  thereafter  built  for  that  road  were  of  this  material, 
and  in  1866  its  use  for  the  purpose  became  general.  It  may  be  added  that  while 
all  steel  sheets  for  fire-boxes  or  boilers  are  required  to  be  thoroughly  annealed 
before  delivery,  those  which  are  flanged  or  worked  in  the  process  of  boiler  con- 
struction are  a  second  time  annealed  before  riveting. 

Another  feature  of  construction  gradually  adopted  was  the  placing  of  the 
cylinders  horizontally.  This  was  first  done  in  the  case  of  an  outside-connected 
engine,  the  "Ocmulgee,"  which  was  sent  to  the  South- 
western Railroad  Company  of  Georgia,  in  January, 
1858.  This  engine  had  a  square  smoke-box,  and  the 
cylinders  were  bolted  horizontally  to  its  sides.  The 
plan  of  casting  the  cylinder  and  half-saddle  in  one 
piece  and  fitting  it  to  the  round  smoke-box  was  in- 
troduced by  Mr.  Baldwin,  and  grew  naturally  out  of 
his  original  method  of  construction.  Mr.  Baldwin 
was  the  first  American  builder  to  use  an  outside 
cylinder,  and  he  made  it  for  his  early  engines  with  a 
circular  flange  cast  to  it,  by  which  it  could  be  bolted 
to  the  boiler.  The  cylinders  were  gradually  brought 
lower,  and  at  a  less  angle,  and  the  flanges  prolonged 
and  enlarged.  In  1852,  three  six-wheels-connected 
engines,  for  the  Mine  Hill  Railroad  Company,  were 
built  with  the  cylinder  flanges  brought  around  under 
the  smoke-box  until  they  nearly  met,  the  space  between  them  being  filled  with 
a  spark-box.  This  was  practically  equivalent  to  making  the  cylinder  and  half- 
saddle  in  one  casting.  Subsequently,  on  other  engines  on  which  the  spark-box 
was  not  used,  the  half-saddles  were  cast  so  as  almost  to  meet  under  the  smoke- 
box,  and,  after  the  cylinders  were  adjusted  in  position,  wedges  were  fitted  in  the 
interstices  and  the  saddles  bolted  together.  It  was  finally  discovered  that  the 
faces  of  the  two  half-saddles  might  be  planed  and  finished  so  that  they  could  be 
bolted  together  and  bring  the  cylinders  accurately  in  position,  thus  avoiding  the 
troublesome  and  tedious  job  of  adjusting  them  by  chipping  and  fitting  to  the 
boiler  and  frames.  With  this  method  of  construction,  the  cylinders  were  placed 
at  a  less  and  less  angle,  until  at  length  the  truck-wheels  were  spread  sufficiently, 
on  all  new  or  modified  classes  of  locomotives  in  the  Baldwin  list,  to  admit  of 
the  cylinders  being  hung  horizontally,  as  is  the  present  almost  universal  Ameri- 
can practice.  By  the  year  1865  horizontal  cylinders  were  made  in  all  cases 
where  the  patterns  would  allow  it.  The  advantages  of  this  arrangement  are 
manifestly  in  the  interest  of  simplicity  and  economy,  as  the  cylinders  are  thus 
rights  or  lefts,  indiscriminately,  and  a  single  pattern  answers  for  either  side. 

A  distinguishing  feature  in  the  method  of  construction  which 'characterizes 
these  works  is  the  extensive  use  of  a  system  of  standard  gauges  and  templets, 
to  which  all  work  admitting  of  this  process  is  required  to  be  made.  The  im- 

6 


FIG.  14. 


"T 


r 


42  ILLUSTRATED    CATALOGUE. 

portance  of  this  arrangement,  in  securing  absolute  uniformity  of  essential  parts 
in  all  engines  of  the  same  class,  is  manifest,  and  with  the  increased  production 
since  1861  it  became  a  necessity  as  well  as  a  decided  advantage.  It  has  already 
been  noted  that  as  early  as  1839  Mr.  Baldwin  felt  the  importance  of  making  all 
like  parts  of  similar  engines  absolutely  uniform  and  interchangeable.  It  was 
not  attempted  to  accomplish  this  object,  however,  by  means  of  a  complete 
system  of  standard  gauges,  until  many  years  later.  In  1861  a  beginning  was 
made  of  organizing  all  the  departments  of  manufacture  upon  this  basis,  and 
from  it  has  since  grown  an  elaborate  and  perfected  system,  embracing  all  the 
essential  details  of  construction.  An  independent  department  of  the  works, 
having  a  separate  foreman  and  an  adequate  force  of  skilled  workmen,  with  special 
tools  adapted  to  the  purpose,  is  organized  as  the  Department  of  Standard  Gauges. 
A  system  of  standard  gauges  and  templets  for  every  description  of  work  to  be 
done  is  made  and  kept  by  this  department.  The  original  templets  are  kept 
as  "standards,"  and  are  never  used  on  the  work  itself,  but  from  them  exact 
duplicates  are  made,  which  are  issued  to  the  foremen  of  the  various  departments, 
and  to  which  all  work  is  required  to  conform.  The  working  gauges  are  com- 
pared with  the  standards  at  regular  intervals,  and  absolute  uniformity  is  thus 
maintained.  The  system  is  carried  into  every  possible  important  detail.  Frames 
are  planed  and  slotted  to  gauges,  and  drilled  to  steel  bushed  templets.  Cylinders 
are  bored  and  planed,  and  steam-ports,  with  valves  and  steam-chests,  finished  and 
fitted,  to  gauges.  Tires  are  bored,  centres  turned,  axles  finished,  and  cross-heads, 
guides,  guide-bearers,  pistons,  connecting-  and  parallel-rods  planed,  slotted,  or 
finished  by  the  same  method.  Every  bolt  about  the  engine  is  made  to  a  gauge, 
and  every  hole  drilled  and  reamed  to  a  templet.  The  result  of  the  system  is 
an  absolute  uniformity  and  interchangeableness  of  parts  in  engines  of  the  same 
class, 'insuring  to  the  purchaser  the  minimum  cost  of  repairs,  and  rendering 
possible,  by  the  application  of  this  method,  the  large  production  which  these 
works  have  accomplished. 

Thus  had  been  developed  and  perfected  the  various  essential  details  of  existing 
locomotive  practice  when  Mr.  Baldwin  died,  September  7,  1866.  He  had  been 
permitted,  in  a  life  of  unusual  activity  and  energy,  to  witness  the  rise  and  wonder- 
ful increase  of  a  material  interest  which  had  become  the  distinguishing  feature 
of  the  century.  He  had  done  much,  by  his  own  mechanical  skill  and  inventive 
genius,  to  contribute  to  the  development  of  that  interest.  His  name  was  as 
"  familiar  as  household  words"  wherever  on  the  American  continent  the  locomo- 
tive had  penetrated.  An  ordinary  ambition  might  well  have  been  satisfied  with 
this  achievement.  But  Mr.  Baldwin's  claim  to  the  remembrance  of  his  fellow- 
men  rests  not  alone  on  the  results  of  his  mechanical  labors.  A  merely  technical 
history,  such  as  this,  is  not  the  place  to  do  justice  to  his  memory  as  a  man,  as  a 
Christian,  and  as  a  philanthropist ;  yet  the  record  would  be  manifestly  imperfect, 
and  would  fail  properly  to  reflect  the  sentiments  of  his  business  associates  who 
so  long  knew  him  in  all  relations  of  life,  were  no  reference  made  to  his  many 
virtues  and  noble  traits  of  character.  Mr.  Baldwin  was  a  man  of  sterling 


BALDWIN  LOCOMOTIVE    WORKS.  43 


integrity  and  singular  conscientiousness.  To  do  right,  absolutely  and  unre- 
servedly, in  all  his  relations  with  men,  was  an  instinctive  rule  of  his  nature.  His 
heroic  struggle  to  meet  every  dollar  of  his  liabilities,  principal  and  interest,  after 
his  failure,  consequent  upon  the  general  financial  crash  in  1837,  constitutes  a 
chapter  of  personal  self-denial  and  determined  effort  which  is  seldom  paralleled 
in  the  annals  of  commercial  experience.  When  most  men  would  have  felt  that 
an  equitable  compromise  with  creditors  was  all  that  could  be  demanded  in  view 
of  the  general  financial  embarrassment,  Mr.  Baldwin  insisted  upon  paying  all 
claims  in  full,  and  succeeded  in  doing  so  only  after  nearly  five  years  of  unremit- 
ting industry,  close  economy,  and  absolute  personal  sacrifices.  As  a  philanthro- 
pist and  a  sincere  and  earnest  Christian,  zealous  in  every  good  work,  his  memory 
is  cherished  by  many  to  whom  his  contributions  to  locomotive  improvement  are 
comparatively  unknown.  From  the  earliest  years  of  his  business  life  the  prac- 
tice of  systematic  benevolence  was  made  a  duty  and  a  pleasure.  His  liberality 
constantly  increased  with  his  means.  Indeed,  he  would  unhesitatingly  give  his 
notes,  in  large  sums,  for  charitable  purposes  when  money  was  absolutely  wanted 
to  carry  on  his  business.  Apart  from  the  thousands  which  he  expended  in  pri- 
vate charities,  and  of  which,  of  course,  little  can  be  known,  Philadelphia  contains 
many  monuments  of  his  munificence.  Early  taking  a  deep  interest  in  all  Chris- 
tian effort,  his  contributions  to  missionary  enterprise  and  church  extension  were 
on  the  grandest  scale,  and  grew  with  increasing  wealth.  Numerous  church 
edifices  in  this  city,  of  the  denomination  to  which  he  belonged,  owe  their  exist- 
ence largely  to  his  liberality,  and  two  at  least  were  projected  and  built  by  him 
entirely  at  his  own  cost.  In  his  mental  character,  Mr.  Baldwin  was  a  man  of 
remarkable  firmness  of  purpose.  This  trait  was  strongly  shown  during  his 
mechanical  career  in  the  persistency  with  which  he  would  work  at  a  new  im- 
provement or  resist  an  innovation.  If  he  was  led  sometimes  to  assume  an 
attitude  of  antagonism  to  features  of  locomotive-construction  which  after-expe- 
rience showed  to  be  valuable, — and  a  desire  for  historical  accuracy  has  required 
the  mention,  in  previous  pages,  of  several  instances  of  this  kind, — it  is  at  least 
certain  that  his  opposition  was  based  upon  a  conscientious  belief  in  the  mechani- 
cal impolicy  of  the  proposed  changes. 

After  the  death  of  Mr.  Baldwin  the  business  was  reorganized,  in  1867,  under 
the  title  of  "  The  Baldwin  Locomotive  Works,"  M.  Baird  &  Co.,  Proprietors. 
Messrs.  George  Burnham  and  Charles  T.  Parry,  who  had  been  connected  with 
the  establishment  from  an  early  perio^,  the  former  in  charge  of  the  finances,  and 
the  latter  as  General  Superintendent,  were  associated  with  Mr.  Baird  in  the 
copartnership.  Three  years  later,  Messrs.  Edward  H.  Williams,  William  P. 
Henszey,  and  Edward  Longstreth  became  members  of  the  firm.  Mr.  Williams 
had  been  connected  with  railway  management  on  various  lines  since  1850. 
Mr.  Henszey  had  been  Mechanical  Engineer,  and  Mr.  Longstreth  the  General 
Superintendent  of  the  works  for  several  years  previously. 

The  production  of  the  Baldwin  Locomotive  Works  from  1866  to  1871,  both 
years  inclusive,  was  as  follows : 


44  ILLUSTRATED   CATALOGUE. 

1866,  one  hundred  and  eighteen  locomotives. 

1867,  one  hundred  and  twenty-seven     " 

1868,  one  hundred  and  twenty-four       " 

1869,  two  hundred  and  thirty-five 

1870,  two  hundred  and  eighty 

1871,  three  hundred  and  thirty-one       " 

In  July,  1866,  the  engine  "Consolidation"  was  built  for  the  Lehigh  Valley 
Railroad,  on  the  plan  and  specification  furnished  by  Mr.  Alexander  Mitchell, 
Master  Mechanic  of  the  Mahanoy  Division  of  that  railroad.  This  engine  was 
intended  for  working  the  Mahanoy  plane,  which  rises  at  the  rate  of  one  hundred 
and  thirty-three  feet  per  mile.  The  "  Consolidation"  had  cylinders  twenty  by 
twenty-four,  four  pairs  of  wheels  connected,  forty-eight  inches  in  diameter,  and  a 
Bissell  pony-truck  in  front,  equalized  with  the  front  driving-wheels.  The  weight 
of  the  engine,  in  working  order,  was  ninety  thousand  pounds,  of  which  all  but 
about  ten  thousand  pounds  was  on  the  driving-wheels.  This  engine  has  consti- 
tuted the  first  of  a  class  to  which  it  has  given  its  name,  and  "Consolidation" 
engines  have  since  been  constructed  for  a  large  number  of  railways,  not  only  in  the 
United  States,  but  in  Mexico,  Brazil,  and  Australia.  Later  engines  of  the  class 
for  the  four  feet  eight  and  a  half  inch  gauge  have,  however,  been  made  heavier, 
as  will  be  seen  by  reference  to  the  description  of  this  type  in  the  Catalogue. 

A  class  of  engines  known  as  "  Moguls,"  with  three  pairs  of  wheels  connected  and 
a  swinging  pony-truck  in  front  equalized  with  the  forward  driving-wheels,  took  its 
rise  in  the  practice  of  this  establishment  from  the  "E.  A.  Douglas,"  built  for  the 
Thomas  Iron  Company,  in  1867.  These  engines  are  fully  illustrated  in  the  Cata- 
logue. Several  sizes  of  "  Moguls"  have  been  built,  but  principally  with  cylinders 
sixteen  to  nineteen  inches  in  diameter,  and  twenty-two  or  twenty-four  inches  stroke, 
and  with  driving-wheels  from  forty-four  to  fifty-seven  inches  in  diameter.  This 
plan  of  engine  has  rapidly  grown  in  favor  for  freight  service  on  heavy  grades  or 
where  maximum  loads  are  to  be  moved,  and  has  been  adopted  by  several  leading 
lines.  Utilizing,  as  it  does,  nearly  the  entire  weight  of  the  engine  for  adhesion, 
the  main  and  back  pairs  of  driving-wheels  being  equalized  together,  as  also  the 
front  driving-wheels  and  the  pony-wheels,  and  the  construction  of  the  engine  with 
swing-truck  and  one  pair  of  driving-wheels  without  flanges  allowing  it  to  pass 
short  curves  without  difficulty,  the  "  Mogul"  is  generally  accepted  as  a  type  of 
engine  especially  adapted  to  the  economical  working  of  heavy  freight  traffic. 

In  1867,  on  a  number  of  eight-wheeled  four-coupled  engines  for  the  Pennsyl- 
vania Railroad,  the  four-wheeled  swing-bolster-truck  was  first  applied,  and  there- 
after a  large  number  of  engines  have  been  so  constructed.  The  two-wheeled  or 
"pony-truck"  has  been  built  both  on  the  Bissell  plan,  with  double  inclined  slides, 
and  with  the  ordinary  swing-bolster,  and  in  both  cases  with  the  radius-bar  pivoting 
from  a  point  about  four  feet  back  from  the  centre  of  the  truck.  The  four-wheeled 
truck  has  been  made  with  swinging  or  sliding  bolster,  and  both  with  and  without  the 
radius-bar.  Of  the  engines  above  referred  to  as  the  first  on  which  the  swing-bolster- 
truck  was  applied,  four  were  for  express  passenger  service,  with  driving-wheels 


J. 


BALDWIN  LOCOMOTIVE    WORKS. 


sixty-seven  inches  in  diameter,  and  cylinders  seventeen  by  twenty-four.  One  of 
them,  placed  on  the  road  September  9,  1867,  was  in  constant  service  until  May 
14,  1871,  without  ever  being  off  its  wheels  for  repairs,  making  a  total  mileage 
of  one  hundred  and  fifty-three  thousand  two  hundred  and  eighty  miles.  All  of 
these  engines  have  their  driving-wheels  spread  eight  and  one-half  feet  between 
centres. 

Steel  flues  were  first  used  in  three  ten-wheeled  freight  engines,  Numbers  211, 
338,  and  368,  completed  for  the  Pennsylvania  Railroad  in  August,  1868.  Flues 
of  the  same  material  have  also  been  used  in  a  number  of  engines  for  South 
American  railroads.  Experience  with  tubes  of  this  metal,  however,  has  not  yet 
been  sufficiently  extended  to  show  whether  they  give  any  advantages  commen- 
surate with  their  increased  cost  over  iron. 

Steel  boilers  were  first  made  in  1868  for  locomotives  for  the  Pennsylvania 
Railroad  Company,  and  the  use  of  this  material  for  the  barrels  of  boilers  as 
well  as  for  the  fire-boxes  has  continued  to  some  extent.  Steel  plates  somewhat 
thinner  than  if  of  iron  have  been  generally  used,  but  at  the  same  time  giving  an 
equal  or  greater  tensile  strength.  The  thoroughly  homogeneous  character  of  the 
steel  boiler-plate  made  in  this  country  recommends  it  strongly  for  the  purpose. 

In  1854  four  engines  for  the  Pennsylvania  Railroad  Company,  the  "  Tiger," 
"  Leopard,"  "  Hornet,"  and  "  Wasp,"  were  built  with  straight  boilers  and  two 
domes  each,  and  in  1866  this  method  of  construction  was  revived.  Since  that 
date  the  practice  of  the  establishment  has  included  both  the  wagon-top  boiler 
with  single  dome,  and  the  straight  boiler  with  one  or  two  domes.  When  the 
straight  boiler  is  used  the  waist  is  made  about  two  inches  larger  in  diameter 
than  that  of  the  wagon-top  form.  About  equal  space  for  water  and  steam  is 
thus  given  in  either  case,  and,  as  the  number  of  flues  is  the  same  in  both 
forms,  more  room  for  the  circulation  of  water  between  the  flues  is  afforded  in 
the  straight  boiler,  on  account  of  its  larger  diameter,  than  in  the  wagon-top 
shape.  Where  the  straight  boiler  is  used  with  two  domes  the  throttle-valve  is 
placed  in  the  forward  dome. 

In  1868,  a  locomotive  of  three  and  a  half  feet  gauge  was  constructed  for  the 
Averill  Coal  and  Oil  Company,  of  West  Virginia.  This  was  the  first  narrow- 
gauge  locomotive  in  the  practice  of  the  works. 

In  1869  three  locomotives  of  the  same  gauge  were  constructed  for  the  Uniao 
Valenciana  Railway  of  Brazil,  and  were  the  first  narrow-gauge  locomotives  con- 
structed at  these  works  for  general  passenger  and  freight  traffic.  In  the  follow- 
ing year  the  Denver  and  Rio  Grande  Railway,  of  Colorado,  was  projected  on  the 
three-feet  gauge,  and  the  first  locomotives  for  the  line  were  designed  and  built  in 
1871.  Two  classes,  for  passenger  and  freight  respectively,  were  constructed. 
The  former  were  six-wheeled,  four  wheels  coupled  forty  inches  in  diameter,  nine 
by  sixteen  cylinders,  and  weighed  each,  loaded,  about  twenty-five  thousand  pounds. 
The  latter  were  eight-wheeled,  six  wheels  coupled  thirty-six  inches  in  diameter, 
eleven  by  sixteen  cylinders,  and  weighed  each,  loaded,  about  thirty-five  thousand 
pounds.  Each  had  a  swinging-truck  of  a  single  pair  of  wheels  in  front  of  the 


r 


46  ILLUSTRATED    CATALOGUE. 

cylinders.  The  latter  type  has  been  maintained  for  freight  service  on  most  narrow- 
gauge  lines,  but  principally  of  larger  sizes,  engines  as  heavy  as  fifty  thousand 
pounds  having  been  turned  out.  The  former  type  for  passenger  service  was 
found  to  be  too  small  and  to  be  unsteady  on  the  track,  owing  to  its  comparatively 
short  wheel-base.  It  was  therefore  abandoned,  and  the  ordinary  "American" 
pattern,  eight-wheeled,  four-coupled,  substituted.  Following  the  engines  for  the 
Denver  and  Rio  Grande  Railway,  others  for  other  narrow-gauge  lines  were  called 
for,  and  the  manufacture  of  this  description  of  rolling  stock  soon  assumed  im- 
portance. From  1868  to  1870,  inclusive,  eleven  narrow-gauge  locomotives  were 
included  in  the  product.  The  number  of  narrow-gauge  locomotives  built  in 
succeeding  years  has  been  as  follows:  1871,  thirty-two;  1872,  nineteen ;  1873, 
twenty-nine;  1874,  forty-four;  1875,  thirty-six;  1876,  fifty-one;  1877,  sixty-five; 
1878,  seventy-five;  1879  (in  part),  seventy-eight. 

The  "Consolidation"  type,  as  first  introduced  for  the  four  feet  eight  and  one- 
half  inches  gauge  in  1866,  was  adapted  to  the  three-feet  gauge  in  1873.  In  1877 
a  locomotive  on  this  plan,  weighing  in  working  order  about  sixty  thousand  pounds, 
with  cylinders  fifteen  by  twenty,  was  built  for  working  the  Garland  extension  of 
the  Denver  and  Rio  Grande  Railway,  which  crosses  the  Rocky  Mountains  with 
maximum  grades  of  two  hundred  and  eleven  feet  per  mile,  and  minimum  curves 
of  thirty  degrees.  The  performance  of  this  locomotive,  the  "Alamosa,"  is  given 
in  the  following  extract  from  a  letter  from  the  then  General  Superintendent  of 
that  railway: 

"DENVER,  COL.,  Aug.  31,  1877. 

"On  the  2Qth  inst.  I  telegraphed  you  from  Veta  Pass — Sangre  de  Cristo  Mountains — that  engine 
'Alamosa'  had  just  hauled  from  Garland  to  the  Summit  one  baggage  car  and  seven  coaches,  containing 
one  hundred  and  sixty  passengers.  Yesterday  I  received  your  reply  asking  for  particulars,  etc. 

"  My  estimate  of  the  weight  was  eighty-five  net  tons,  stretched  over  a  distance  of  three  hundred  and 
sixty  feet,  or  including  the  engine,  of  four  hundred  and  five  feet. 

"  The  occasion  of  this  sized  train  was  an  excursion  from  Denver  to  Garland  and  return.  The  night 
before,  in  going  over  from  La  Veta,  we  had  over  two  hundred  passengers,  but  it  was  8  P.M.,  and,  fearing 
a  slippery  rail,  I  put  on  engine  No.  19  as  a  pusher,  although  the  engineer  of  the  '  Alamosa'  said  he 
could  haul  the  train,  and  I  believe  he  could  have  done  so.  The  engine  and  train  took  up  a  few  feet 
more  than  the  half  circle  at  '  Mule  Shore,'  where  the  radius  is  one  hundred  and  ninety-three  feet.  The 
engine  worked  splendidly,  and  moved  up  the  two  hundred  and  eleven  feet  grades  and  around  the  thirty 
degree  curves  seemingly  with  as  much  ease  as  our  passenger  engines  on  75  feet  grades  with  three 
coaches  and  baggage  cars. 

"The  'Alamosa'  hauls  regularly  eight  loaded  cars  and  caboose,  about  one  hundred  net  tons;  length 
of  train  about  two  hundred  and  thirty  feet. 

"  The  distance  from  Garland  to  Veta  Pass  is  fourteen  and  one-quarter  miles,  and  the  time  is  one  hour 
and  twenty  minutes.  Respectfully  yours, 

(Signed)  "  W.  W.  BORST,  Sup/." 

In  addition  to  narrow-gauge  locomotives  for  the  United  States,  this  branch  of 
the  product  has  included  a  large  number  of  one-metre  gauge  locomotives  for 
Brazil,  three-feet  gauge  locomotives  for  Cuba,  Mexico,  and  Peru,  and  three  and 
one-half  feet  gauge  stock  for  Costa  Rica,  Nicaragua,  Canada,  and  Australia. 

Locomotives  for  single-rail  railroads  were  built  in  1878  and  early  in  1879, 
adapted  respectively  to  the  systems  of  General  Roy  Stone  and  Mr.  W.  W.  Riley. 


BALDWIN  LOCOMOTIVE    WORKS. 


47 


Mine  locomotives,  generally  of  narrow  gauge,  for  underground  work,  and  not 
over  five  and  one-half  feet  in  height,  were  first  built  in  1870.  These  machines 
have  generally  been  four-wheels-connected,  with  inside  cylinders  and  a  crank- 
axle.  The  width  over  all  of  this  plan  is  only  sixteen  inches  greater  than  the 
gauge  of  the  track.  A  number  of  outside-connected  mine  locomotives  have, 
however,  also  been  constructed.  In  this  pattern  the  width  is  thirty-two  inches 
greater  than  the  gauge  of  the  track.  A  locomotive  of  twenty-inches  gauge  for 
a  gold  mine  in  California  was  built  in  1876,  and  was  found  entirely  practicable 
and  efficient. 

In  1870,  in  some  locomotives  for  the  Kansas  Pacific  Railway,  the  steel  tires 
were  shrunk  on  without  being  secured  by  bolts  or  rivets  in  any  form,  and  since 
that  time  this  method  of  putting  on  tires  has  been  the  rule. 

In  1871  forty  locomotives  were  constructed  for  the  Ohio  and  Mississippi  Rail- 
way, the  gauge  of  which  was  changed  from  five  feet  six  inches  to  four  feet  eight 
and  one-half  inches.  The  entire  lot  of  forty  locomotives  was  completed  and 
delivered  in  about  twelve  weeks.  The  gauge  of  the  road  was  changed  on  July  4, 
and  the  forty  locomotives  went  at  once  into  service  in  operating  the  line  on 
the  standard  gauge. 

During  the  same  year  two  "  double-end"  engines  of  Class  10-26^  C,  as 
described  in  catalogue,  were  constructed  for  the  Central  Railroad  of  New  Jersey, 
and  were  the  first  of  this  pattern  at  these  works. 

The  product  of  the  works,  which  had  been  steadily  increasing  for  some  years 
in  sympathy  with  the  requirements  of  the  numerous  new  railroads  which  were 
constructing,  reached  three  hundred  and  thirty-one  locomotives  in  1871,  and  four 
hundred  and  twenty-two  in  1872.  Orders  for  ninety  locomotives  for  the  Northern 
Pacific  Railroad  were  entered  during  1870—71,  and  for  one  hundred  and  twenty- 
four  for  the  Pennsylvania  Railroad  during  1872-73,  and  mostly  executed  during 
those  years.  A  contract  was  also  made  during  1872  with  the  Veronej-Rostoff 
Railway  of  Russia  for  ten  locomotives  to  burn  Russian  anthracite  coal.  Six 
were  "  Moguls,"  with  cylinders  nineteen  by  twenty-four,  and  driving-wheels  four 
and  one-half  feet  diameter ;  and  four  were  passenger  locomotives,  "  American" 
pattern,  with  cylinders  seventeen  by  twenty-four,  and  driving-wheels  five  and 
one-half  feet  diameter.  Nine  "  American"  pattern  locomotives,  fifteen  by  twenty- 
four  cylinders,  and  five-feet  driving-wheels,  were  also  constructed  in  1872—73 
for  the  Hango-Hyvinge  Railway  of  Finland. 

Early  in  1873,  Mr.  Baird  sold  his  interest  in  the  works  to  his  five  partners,  and 
a  new  firm  was  formed  under  the  style  of  Burnham,  Parry,  Williams  &  Co.,  dating 
from  January  I  of  that  year.  Mr.  John  H.  Converse,  who  had  been  connected 
with  the  works  since  1870,  became  a  member  of  the  new  firm.  The  product  of 
this  year  was  four  hundred  and  thirty-seven  locomotives,  the  greatest  in  the 
history  of  the  business.  During  a  part  of  the  year  ten  locomotives  per  week 
were  turned  out.  Nearly  three  thousand  men  were  employed.  Forty-five  loco- 
motives for  the  Grand  Trunk  Railway  of  Canada  were  built  in  August,  September, 
and  October,  1873,  and  all  were  delivered  in  five  weeks  after  shipment  of  the  first. 


48  ILLUSTRATED   CATALOGUE. 

As  in  the  case  of  the  Ohio  and  Mississippi  Railway,  previously  noted,  these 
were  to  meet  the  requirements  of  a  change  of  gauge  from  five  and  one-half  feet 
to  four  feet  eight  and  one-half  inches.  Two  "  Consolidation"  locomotives  were 
sent  in  September,  1873,  to  the  Mexican  Railway.  -These  had  cylinders  twenty 
by  twenty-four;  driving-wheels,  forty-nine  inches  in  diameter;  and  weighed, 
loaded,  about  ninety-five  thousand  pounds  each,  of  which  about  eighty-two 
thousand  pounds  were  on  the  driving-wheels.  These  engines  hauled  in  their 
trial  trips,  without  working  to  their  full  capacity,  five  loaded  cars  up  the  four  per 
cent,  grades  of  the  Mexican  Railway.  In  November,  1873,  under  circumstances 
of  especial  urgency,  a  small  locomotive  for  the  Meier  Iron  Company  of  St.  Louis 
was  wholly  made  from  the  raw  material  in  sixteen  working  days. 

The  financial  difficulties  which  prevailed  throughout  the  United  States,  begin- 
ning in  September,  1873,  and  affecting  chiefly  the  railroad  interests  and  all 
branches  of  manufacture  connected  therewith,  have  operated  of  course  to  curtail 
the  production  of  locomotives  since  that  period.  Hence,  only  two  hundred  and 
five  locomotives  were  built  in  1874,  and  one  hundred  and  thirty  in  1875.  Among 
these  may  be  enumerated  two  sample  locomotives  for  burning  anthracite  coal 
(one  passenger,  sixteen  by  twenty-four  cylinders,  and  one  "  Mogul"  freight, 
eighteen  by  twenty-four  cylinders)  for  the  Technical  Department  of  the  Russian 
Government ;  also,  twelve  "  Mogul"  freight  locomotives,  nineteen  by  twenty-four 
cylinders,  for  the  CharkofF  Nicolaieff  Railroad  of  Russia.  A  small  locomotive 
to  work  by  compressed  air,  for  drawing  street  cars,  was  constructed  during  1874 
for  the  Compressed  Air  Locomotive  and  Street  Car  Company  of  Louisville,  Ky. 
It  had  cylinders  seven  by  twelve,  and  four  wheels  coupled,  thirty  inches  in  diame- 
ter. Another  and  smaller  locomotive  to  work  by  compressed  air  was  constructed 
three  years  later  for  the  Plymouth  Cordage  Company  of  Massachusetts,  for 
service  on  a  track  in  and  about  their  works.  It  had  cylinders  five  by  ten,  four 
wheels  coupled  twenty-four  inches  diameter,  weight,  seven  thousand  pounds,  and 
has  been  successfully  employed  for  the  work  required. 

The  year  1876,  noted  as  the  year  of  the  Centennial  International  Exhibition  in 
Philadelphia,  brought  some  increase  of  business,  and  two  hundred  and  thirty-two 
locomotives  were  constructed.  An  exhibit  consisting  of  eight  locomotives  was 
prepared  for  this  occasion.  With  the  view  of  illustrating  not  only  different  types 
of  American  locomotives,  but  the  practice  of  different  railroads,  the  exhibit  con- 
sisted chiefly  of  locomotives  constructed  to  fill  orders  from  various  railroad  com- 
panies of  the  United  States  and  from  the  Imperial  Government  of  Brazil.  A 
"  Consolidation"  locomotive  for  burning  anthracite  coal,  for  the  Lehigh  Valley 
Railroad,  for  which  line  the  first  locomotive  of  this  type  was  designed  and  built 
in  1866;  a  similar  locomotive,  to  burn  bituminous  coal,  and  a  passenger  loco- 
motive for  the  same  fuel  for  the  Pennsylvania  Railroad ;  a  "  Mogul"  freight  loco- 
motive, the  "  Principe  do  Grao  Para,"  for  the  D.  Pedro  Segundo  Railway  of  Bra- 
zil ;  and  a  passenger  locomotive  (anthracite  burner)  for  the  Central  Railroad  of 
New  Jersey,  comprised  the  larger  locomotives  contributed  by  these  works  to  the 
Exhibition  of  1876.  To  these  were  added  a  mine  locomotive  and  two  narrow 


BALDWIN  LOCOMOTIVE   WORKS. 


49 


(three  feet)  gauge  locomotives  which  were  among  those  used  in  working  the 
Centennial  Narrow-Gauge  Railway.  As  this  line  was  in  many  respects  unique, 
we  subjoin  the  following  extracts  from  an  account  by  its  General  Manager  of  the 
performance  of  the  two  three-feet  gauge  locomotives : 

"The  gauge  of  the  line  was  three  feet,  with  double  track  three  and  a  half  miles  long,  or  seven 
miles  in  all.  For  its  length  it  was  probably  the  most  crooked  road  in  the  world,  being  made 
up  almost  wholly  of  curves,  in  order  to  run  near  all  the  principal  buildings  on  the  Exhibition 
grounds.  Many  of  these  curves  were  on  our  heaviest  grades,  some  having  a  radius  of  215, 
230,  and  250  feet  on  grades  of  140  and  155  feet  per  mile.  These  are  unusually  heavy  grades 
and  curves,  and  when  combined  as  we  had  them,  with  only  a  thirty-five  pound  iron  rail,  made 
the  task  for  our  engines  exceedingly  difficult. 

"  Your  locomotive  '  Schuylkill,'  Class  8-18  C  (eight-wheeled,  four  wheels  coupled  three  and  a 
half  feet  diameter,  cylinders  twelve  by  sixteen,  weight  forty-two  thousand  six  hundred  and  fifty 
pounds),  began  service  May  13,  and  made  one  hundred  and  fifty-six  days  to  the  close  of  the 
Exhibition.  The  locomotive  '  Delaware,'  Class  8-18  D  (eight-wheeled,  six  wheels  coupled  three 
feet  diameter,  cylinders  twelve  by  sixteen,  weight  thirty-nine  thousand  pounds),  came  into 
service  June  9,  and  made  one  hundred  and  thirty-one  days  to  the  close  of  the  Exhibition. 
The  usual  load  of  each  engine  was  five  eight-wheeled  passenger  cars,  frequently  carrying  over 
one  hundred  passengers  per  car.  On  special  occasions  as  many  as  six  and  seven  loaded  cars 
have  been  drawn  by  one  of  these  engines. 

"  Each  engine  averaged  fully  sixteen  trips  daily,  equal  to  fifty-six  miles,  and,  as  the  stations 
were  but  a  short  distance  apart,  the  Westinghouse  air-brake  was  applied  in  making  one  hun- 
dred and  sixty  daily  stops,  or  a  total  of  twenty-five  thousand  for  each  engine.  Neither  engine 
was  out  of  service  an  hour  unless  from  accidents  for  which  they  were  in  no  way  responsible." 

[NOTE. — Average  weight  of  each  loaded  car  about  twelve  gross  tons.] 

The  year  1876  was  also  marked  by  an  extension  of  locomotive  engineering  to 
a  new  field  in  the  practice  of  these  works.  In  the  latter  part  of  the  previous  year 
an  experimental  steam  street  car  was  constructed  for  the  purpose  of  testing  the 
applicability  of  steam  to  street  railways.  This  car  was  completed  in  November, 
1875,  and  was  tried  for  a  few  days  on  a  street  railway  in  Philadelphia.  It  was 
then  sent  to  Brooklyn,  December  25,  1875,  where  it  ran  from  that  time  until 
June,  1876.  One  engineer  ran  the  car  and  kept  it  in  working  order.  Its  con- 
sumption of  fuel  was  between  seven  and  eight  pounds  of  coal  per  mile  run.  It 
drew  regularly,  night  and  morning,  an  additional  car,  with  passengers  going  into 
New  York  in  the  morning  and  returning  at  night.  On  several  occasions,  where 
speed  was  practicable,  the  car  was  run  at  the  rate  of  sixteen  to  eighteen  miles 
per  hour. 

In  June,  1876,  this  car  was  withdrawn  from  the  Atlantic  Avenue  Railway  of 
Brooklyn,  and  placed  on  the  Market  Street  Railway  of  Philadelphia.  It  worked 
with  fair  success,  and  very  acceptably  to  the  public  on  that  line,  from  June  till 
nearly  the  close  of  the  Centennial  Exhibition. 

This  original  steam-car  was  built. with  cylinders  under  the  body  of  the  car,  the 
connecting-rods  taking  hold  of  a  crank-axle,  to  which  the  front  wheels  were 
attached.  The  rear  wheels  of  the  car  were  independent,  and  not  coupled  with 
the  front  wheels.  The  machinery  of  the  car  was  attached  to  an  iron  bed-plate 
bolted  directly  to  the  wooden  framework  of  the  car  body.  The  experiment  with 

7 


^ 


IL  LUSTRA  TED  CA  TALOG  UE. 


this  car  demonstrated  to  the  satisfaction  of  its  builders  the  mechanical  practica- 
bility of  the  use  of  steam  on  street  railways,  but  the  defects  developed  by  this 
experimental  car  were :  first,  that  it  was  difficult,  or  impossible,  to  make  a  crank- 
axle  which  would  not  break,  the  same  experience  being  reached  in  this  respect 
which  had  already  presented  itself  in  locomotive  construction;  second,  it  was 
found  that  great  objection  existed  to  attaching  the  machinery  to  the  wooden 
car  body,  which  was  not  sufficiently  rigid  for  the  purpose,  and  which  suffered 
by  being  racked  and  strained  by  the  working  of  the  machinery. 

For  these  reasons  this  original  steam-car  was    reconstructed,  in  accordance 

with  the  experience  which  nearly  a  year's 
service  had  suggested.  The  machinery  was 
made  "outside-connected,"  the  same  as  in  an 
ordinary  locomotive,  and  a  strong  iron  frame- 
work was  designed,  entirely  independent  of 
the  car  body,  and  supporting  the  boiler  and 
all  the  machinery. 

The  car  as  thus  reconstructed  was  named 
the  "Baldwin,"  and  is  shown  by  Figure  15. 

The  next  step  in  this  direction  was  the  construction  of  a  separate  "  motor" 
(Figure  16),  to  which  one  or  more  cars  could  be  attached.  Such  a  machine, 
weighing  about  sixteen  thousand  pounds,  was  constructed  in  the  fall  of  1876, 
and  sent  to  the  Citizens'  Railway  of  Baltimore,  which  has  maximum  grades  of 


FIG.  16. 

seven  feet  per  hundred,  or  369^-  feet  per  mile.  It  ascended  the  three  hundred 
and  sixty-nine  feet  grade,  drawing  one  loaded  car,  when  the  tracks  were  covered 
with  mixed  snow  and  dirt  to  a  depth  of  eight  to  ten  inches  in  places.  Another  and 
smaller  motor,  weighing  only  thirteen  thousand  pounds,  was  constructed  about  the 
same  time  for  the  Urbano  Railway,  of  Havana,  Cuba.  Orders  for  other  similar 
machines  followed,  and  during  the  ensuing  years  1877-78-79-80  one  hundred  and 
seven  separate  motors  and  twelve  steam-cars  were  included  in  the  product.  Vari- 
ous city  and  suburban  railways  have  been  constructed  with  the  especial  view  of 
employing  steam-power,  and  have  been  equipped  with  these  machines.  One 
line,  the  Hill  &  West  Dubuque  Street  Railway,  of  Dubuque,  Iowa,  was  con- 
structed early  in  1877,  of  three  and  a  half  feet  gauge,  with  a  maximum  gradient 
of  nine  in  one  hundred,  and  has  been  worked  exclusively  by  two  of  these 


T 


J. 


BALDWIN  LOCOMOTIVE    WORKS. 


motors.  Sections  of  the  Brooklyn  City  Railway,  the  Bushwick  Railway,  and 
the  Broadway  Railroad,  of  Brooklyn,  are  also  operated  by  these  machines,  and 
on  these  lines  eight-wheeled  street  cars,  each  seating  forty  passengers,  are  em- 
ployed. The  details  and  character  of  construction  of  these  machines  are  essen- 
tially the  same  as  locomotive  work,  but  they  are  made  so  as  to  be  substantially 
noiseless,  and  to  show  little  or  no  smoke  and  steam  in  operation. 

Steel  fire-boxes  with  vertical  corrugations  in  the  side  sheets  were  first  made 
by  these  Works  early  in  1876,  in  locomotives  for  the  Central  Railroad  of  New 
Jersey,  and  for  the  Delaware,  Lackawanna.and  Western  Railway. 

The  first  American  locomotives  for  New  South  Wales  and  Queensland  were 
constructed  by  the  Baldwin  Locomotive  Works  in  1877,  and  were  succeeded  by 
additional  orders  in  1878  and  1879.  Six  locomotives  of  the  "Consolidation" 
type  for  three  and  one-half  feet  gauge  were  also  constructed  in  the  latter  year 
for  the  Government  Railways  of  New  Zealand,  and  two  freight  locomotives,  six- 
wheels-connected  with  forward  truck,  for  the  Government  of  Victoria.  Four 
similar  locomotives  (ten-wheeled,  six-coupled,  with  sixteen  by  twenty-four  cylin- 
ders) were  also  built  during  the  same  year  for  the  Norwegian  State  Railways. 

Forty  heavy  "  Mogul"  locomotives  (nineteen  by  twenty-four  cylinders,  driving- 
wheels  four  and  one-half  feet  in  diameter)  were  constructed  early  in  1878  for  two 
Russian  Railways  (the  Koursk  Charkof  Azof,  and  the  Orel  Griazi).  The  definite 
order  for  these  locomotives  was  only  received  on  the  sixteenth  of  December, 
1877,  and  as  all  were  required  to  be  delivered  in  Russia  by  the  following  May, 
especial  despatch  was  necessary.  The  working  force  was  increased  from  eleven 
hundred  to  twenty-three  hundred  men  in  about  two  weeks.  The  first  of  the  forty 
engines  was  erected  and  tried  under  steam  on  January  5th,  three  weeks  after  re- 
ceipt of  order,  and  was  finished,  ready  to  dismantle  and  pack  for  shipment,  one 
week  later.  The  last  engine  of  this  order  was  completed  February  I3th.  The 
forty  engines  were  thus  constructed  in  about  eight  weeks,  besides  twenty-eight 
additional  engines  on  other  orders,  which  were  constructed  wholly  or  partially, 
and  shipped  during  the  same  period. 

In  December,  1878,  the  heaviest  locomotive  ever  built  at  these  Works  was 
completed  for  the  New  Mexico  and  Southern  Pacific  Railroad  (four  feet  eight 
and  one-half  inches  gauge),  an  extension  of  the  Atcheson,  Topeka  and  Santa  Fe 
Railway.  It  was  of  the  "  Consolidation"  type,  was  named  "  Uncle  Dick,"  and 
was  of  the  following  general  dimensions  :  Cylinders,  twenty  by  twenty-six  inches  ; 
driving-wheels,  forty-two  inches  diameter,  four  pairs  connected ;  truck-wheels, 
thirty  inches  diameter,  one  pair;  total  wheel-base,  twenty-two  feet  ten  inches; 
wheel-base  of  flanged  driving-wheels,  nine  feet;  capacity  of  water-tank  on  boiler, 
twelve  hundred  gallons ;  capacity  of  water-tank  of  separate  tender,  twenty-five 
hundred  gallons;  weight  of  engine  in  working-order,  including  water  in  tank, 
one  hundred  and  fifteen  thousand  pounds ;  weight  on  driving-wheels,  one  hun- 
dred thousand  pounds. 

This  locomotive  was  built  for  working  a  temporary  switchback  track  (used 
during  the  construction  of  a  tunnel)  crossing  the  Rocky  Mountains,  with  maxi- 


v. 

i 

'\ 


4- 


ILLUSTRATED   CATALOGUE. 


mum  grades  of  six  in  one  hundred.  Over  these  grades  the  engine  hauled  its 
loaded  tender  (forty-four  thousand  pounds)  and  nine  loaded  cars  (each  forty-three 
thousand  pounds) :  total  load,  exclusive  of  its  own  weight,  four  hundred  and 
thirty-one  thousand  pounds.  On  a  grade  of  two  per  cent,  it  hauled  a  train 
weighing  nine  hundred  and  sixty-five  thousand  pounds,  and  on  one  of  three 
and  a  half  per  cent,  five  hundred  and  seventeen  thousand  pounds.  Curves  of 
sixteen  degrees  occurred  on  the  switchback  track,  but  not  in  combination  with 
the  six  per  cent,  grades. 

The  production  during  the  nine  years  from  1872  to  1880  inclusive  was  as 
follows : 

1872  .         .         .         422  locomotives. 

1873  •         •         •        437 

1874  ...        205 

1875  130 

1876  .         .         .         232 

1877  .         .         .         185 

1878  ...         292 

1879  -         •         •         398 

1880  .         .         .         515  "     (partly  estimated) 

Four  tramway  motors  of  twelve  tons  weight  were  built  early  in  1879,  on  the 
order  of  the  New  South  Wales  Government,  for  a  tramway  having  grades  of  six  per 
cent,  and  running  from  the  railway  terminus  to  the  Sydney  Exhibition  Grounds. 
During  the  next  year  orders  followed  for  twenty-nine  additional  motors  for  other 
tramways  in  Sydney. 

The  year  1880  was  marked  by  the  largest  production  in  the  history  of  the 
Works,  and  the  character  of  the  product  reflects  the  growing  demand  for  larger 
and  more  powerful  locomotives.  One  hundred  and  thirty-one  "  Consolidation" 
engines  were  comprised  in  the  list,  of  which  sixty  were  of  narrow  gauge  and 
seventy-one  of  the  standard  and  broad  gauges.  Included  in  the  product  were 
two  "  Consolidation"  engines  for  five  feet  three  inches  track  for  the  Government 
Railways  of  South  Australia,  and  two  nineteen  by  twenty-four  cylinders,  ten- 
wheeled  engines,  six  coupled,  for  the  same  lines.  For  the  three  and  one-half 
feet  gauge  lines  of  the  same  Government,  eight  "  Mogul"  locomotives,  fourteen 
and  one-half  by  eighteen  cylinders,  and  driving-wheels  thirty-nine  inches  in 
diameter,  were  supplied  at  the  same  time.  Ten  "  Consolidation"  locomotives  of 
larger  dimensions  than  had  been  previously  built  (viz. :  twenty  by  twenty-eight 
cylinders,  and  weighing  loaded  about  one  hundred  and  fifteen  thousand  pounds) 
were  constructed  for  the  Atcheson,  Topeka  and  Santa  Fe  Railway,  and  twenty- 
eight  "  Consolidation"  locomotives  of  the  ordinary  size  (twenty  by  twenty-four 
cylinders),  but  with  Wootten's  patent  fire-boxes,  were  made  for  the  Philadelphia 
and  Reading  Railroad  during  the  year. 

The  five  thousandth  locomotive,  finished  in  April,  1 880,  presented  some  novel 
features.  It  was  designed  for  fast  passenger  service  on  the  Bound  Brook  line 


BALDWIN  LOCOMOTIVE    WORKS. 


53 


between  Philadelphia  and  New  York,  and  to  run  with  a  light  train  at  a  speed  of 
sixty  miles  per  hour,  using  anthracite  coal  as  fuel.  It  had  cylinders  eighteen  by 
twenty-four,  one  pair  of  driving-wheels  six  and  one-half  feet  in  diameter,  and  a 
pair  of  trailing-wheels  forty-five  inches  in  diameter,  and  equalized  with  the  driv- 
ing-wheels. Back  of  the  driving-wheels  and  over  the  trailing-wheels  space  was 
given  for  a  wide  fire-box  (eight  feet  long  by  seven  feet  wide  inside)  as  required 
for  anthracite  coal.  By  an  auxiliary  steam  cylinder  placed  under  the  waist  of 
the  boiler,  just  in  front  of  the  fire-box,  the  bearings  on  the  equalizing  beams  be- 
tween trailing  and  driving-wheels  could  be  changed  to  a  point  forward  of  their 
normal  position,  so  as  to  increase  the  weight  on  the  driving-wheels  when  required. 
The  adhesion  could  thus  be  varied  between  the  limits  of  thirty-five  thousand  to 
forty-five  thousand  pounds  on  the  single  pair  of  driving-wheels.  This  feature  of 
the  locomotive  was  made  the  subject  of  a  patent.  Particulars  of  this  locomotive 
and  its  performance  will  be  found  on  pages  78  to  8 1  of  the  Catalogue. 

The  record  of  the  Baldwin  Locomotive  Works  has  thus  been  given  for  nearly 
a  half-century  of  existence  and  continuous  operation.  Over  five  thousand  loco- 
motives have  been  constructed  since  the  "Old  Ironsides"  of  1831.  That  engine 
was  nearly  a  year  in  building ;  and  the  one  thousandth  locomotive  was  only  com- 
pleted in  1 86 1,  making  an  average  of  only  thirty-three  annually  for  the  first 
•thirty  years ;  the  two  thousandth  locomotive  was  turned  out  in  1869,  the  three 
thousandth  in  1872,  the  four  thousandth  in  1876,  and  the  five  thousandth  in 
1880.  The  present  capacity  of  the  Works  is  equal  to  ten  locomotives  per  week. 
Nine  acres  of  ground  are  occupied  by  the  various  buildings  and  yards  used  in 
the  business.  The  location,  in  the  largest  manufacturing  city  in  America,  gives 
especial  facilities  and  advantages.  Proximity  to  the  principal  coal  and  iron 
regions  of  the  country  renders  all  required  materials  promptly  available.  A  large 
permanent  population  of  skilled  mechanics  employed  in  similar  branches  in  other 
Philadelphia  workshops  gives  an  abundant  force  of  expert  workmen  from  which 
to  draw  when  necessary.  The  maximum  force  is  from  two  thousand  six  hundred 
to  three  thousand  men  when  the  Works  are  employed  to  their  full  capacity.  All 
parts  of  locomotives  and  tenders,  except  the  boiler  and  tank  plates,  the  steel  tires 
and  steel  forgings,  chilled  wheels,  boiler  tubes,  and  some  of  the  furniture,  are 
made  in  the  Works  from  the  raw  materials.  The  plant  comprises  seven  hundred 
and  thirty-four  machine  tools,  many  of  them  designed  and  constructed  to  meet 
the  special  requirements  of  locomotive  work.  Drawings  and  patterns  for  over 
five  hundred  different  sizes  or  patterns  of  locomotives  for  all  existing  gauges  and 
every  description  of  service  are  included  in  the  working  lists.  For  particulars  of 
the  principal  standard  classes,  attention  is  invited  to  the  Catalogue. 


.1 : : L 


CATALOGUE. 


CIRCULAR. 


In  the  following  pages  we  present  and  illustrate  a  system  of  STANDARD  LOCO- 
MOTIVES, in  which,  it  is  believed,  will  be  found  designs  suited  to  all  the  require- 
ments of  ordinary  service. 

These  patterns  admit  of  modifications,  to  suit  the  preferences  of  railroad 
managers,  and  where  machines  of  peculiar  construction  for  special  service  are 
required,  we  are  prepared  to  make  and  submit  designs,  or  to  build  to  specifica- 
tions furnished. 

All  the  locomotives  of  the  system  herewith  presented  are  adapted  to  the 
consumption  of  wood,  coke,  or  bituminous  coal  as  fuel.  For  anthracite  coal  a 
modification  in  the  form  of  fire-box  is  necessary  in  the  principal  classes. 

All  work  is  accurately  fitted  to  gauges,  which  are  made  from  a  system  of 
standards  kept  exclusively  for  the  purpose.  Like  parts  will,  therefore,  fit  accu- 
rately in  all  locomotives  of  the  same  class. 

This  system  of  manufacture,  together  with  the  large  number  of  locomotives 
at  all  times  in  progress,  and  embracing  the  principal  classes,  insures  unusual 
and  especial  facilities  for  filling  at  once,  or  with  the  least  possible  delay,  orders 
for  duplicate  parts. 

The  advantages  and  economies  to  the  users  of  locomotives  resulting  from  this 
method  of  construction  are  apparent.  By  its  means  the  expense  of  maintenance 
and  repairs  can  be  reduced  to  a  minimum.  A  limited  stock  of  duplicate  parts, 
either  ordered  with  the  locomotive  or  at  any  time  thereafter,  can  be  kept  on  hand 
by  the  purchaser  and  drawn  from  to  replace  any  worn-out  or  broken  part  when 
required.  Repairs  can  thus  be  made  in  the  shortest  possible  time,  and  the  use 
of  the  locomotive  lost  for  only  a  few  hours  or  days,  or  not  at  all.  The  first  cost 

of  duplicates  will  be  much  less  than  the  cost  of  manufacture  in  the  shop  of  the 

8  57 


L 

~^\ 

58  ILLUSTRATED    CATALOGUE. 

railroad  company;  in  many  cases  it  will  be  less  than  the  cost  of  carrying  the 
stock  of  raw  material  necessary  for  the  purpose ;  while,  if  the  line  is  equipped 
with  a  limited  number  of  classes  of  standard  interchangeable  locomotives,  the 
quantity  of  duplicates  necessarily  carried  in  stock  will  be  small  and  compara- 
tively inconsiderable  in  the  amount  of  capital  represented.  Much  of  the  ordinary 
outlay  for  shops,  machinery,  drawings,  and  patterns  can  be  saved,  and  the  neces- 
sity of  maintaining  for  the  purpose  of  repairs  a  large  force  of  skilled  workmen 
at  a  constant  expense  may  be  in  great  measure  obviated. 

Particulars  of  the  performance  of  various  classes  of  locomotives  illustrated 
will  be  found  in  the  body  of  the  Catalogue.  It  will  be  seen  from  these  state- 
ments of  work  actually  done  that  fully  one-fourth  the  weight  on  driving-wheels 
is  utilized  for  adhesion,  under  ordinarily  favorable  conditions,  with  adequate 
boiler  and  cylinder  capacity.  The  loads  given  in  the  tables  are,  therefore, 
calculated  for  each  class  on  this  basis,  in  tons  of  twenty-two  hundred  and  forty 
pounds,  and  are  predicated  on  track  being  straight  and  in  good  condition.  It  is 
also  assumed  that  the  frictional  resistance  of  the  cars  hauled  will  not  exceed 
seven  pounds  per  gross  ton  of  their  weight. 

Designs  and  estimates  for  any  sizes  or  patterns  of  locomotives  not  given  in  this 
Catalogue  will  be  submitted  on  application. 

The  delivery  of  locomotives  at  any  point  which  can  be  reached  by  rail  or 
vessel  will  be  included  in  contracts  if  desired. 

In  ordering  locomotives,  the  following  particulars  should  be  given : 

1.  Gauge  of  track, — exact  distance  between  the  rails. 

2.  Kind  of  fuel  which  will  be  used. 

3.  Kind  and  height  of  couplings  of  cars. 

4.  Limitations,  if  any,  in  width,  height,  etc.,  by  tunnels,  overhead  bridges,  etc. 

5.  Mark,  name,  or  number. 

For  detailed  specifications  and  further  particulars,  address 

BURNHAM,  PARRY,  WILLIAMS  &  CO., 

BALDWIN    LOCOMOTIVE  WORKS, 

PHILADELPHIA,    PA. 


CLASS    DESIGNATIONS. 


The  different  classes  of  locomotives  are  designated  by  a  combination  of  figures 
with  one  of  the  letters  A,  C,  D,  or  E,  so  as  to  indicate  both  the  plan  and  size,  as 
follows : 

The  letter  A  indicates  that  onlj*one  pair  of  wheels  are  driving-wheels. 
"         "      C         "  "     four  wheels  are  connected  as  " 

«  <(         TT\  «  ti        SIX  "  "  " 

"     E         "  "     eight      "  "  " 

1.  A  figure  (4,  6,  8,  or  10)  is  used  to  indicate  the  whole  number  of  wheels 
under  the  locomotive. 

2.  A  figure  or  figures,  following  the  figures  indicating  the  whole  number  of 
wheels,  indicates  the  diameter  of  cylinders,  viz. : 

12  indicates  cylinders  9  inches  in  diameter. 

14  "  "  10  " 

16  "  "ii 

18  "  "  12  " 

20  "  "  13  " 

22  "  14  " 

24  "  15  " 

26  "  "  16  " 

28  "  "  17  " 

30  "  "  18  "                 " 

32  "  "  19  " 

34  "  "  20  " 

36  "  "  21  " 

Thus  8-26  C  indicates  an  eight-wheeled  locomotive,  having  four  wheels 
coupled,  and  cylinders  sixteen  inches  in  diameter.  8-26  D  indicates  an  eight- 
wheeled  locomotive,  having  six  wheels  coupled,  and  cylinders  of  the  same 
diameter;  and  10-34  E,  a  ten-wheeled  locomotive,  having  eight  wheels  coupled, 
and  cylinders  twenty  inches  in  diameter. 

The  addition  of  the  fraction  ^  indicates  that  there  is  a  truck  at  each  end  of 
the  locomotive.  Thus  8-26^  C  indicates  an  eight-wheeled  locomotive,  having 
four  wheels  coupled,  cylinders  sixteen  inches  in  diameter,  and  a  two-wheeled 
truck  at  each  end. 

The  addition  of  the  fraction  %  indicates  that  the  engine  is  on  the  "  Forney" 
plan,  having  the  truck  back  of  the  fire-box.  Thus  8-26^  C  indicates  an  eight- 

59 


r 


60  ILLUSTRATED   CATALOGUE. 


wheeled  locomotive,  having  four  wheels  coupled,  cylinders  sixteen  inches  in 
diameter,  and  a  four-wheeled  truck  back  of  the  fire-box.  6-26^  C  indicates  a 
six-wheeled  locomotive,  having  four  wheels  coupled,  cylinders  sixteen  inches  in 
diameter,  and  a  two-wheeled  truck  back  of  the  fire-box. 

The  figures  following  the  class  designation,  as  found  on  every  locomotive, 
give  the  class  number  for  that  locomotive,  and  supply  an  individual  designation 
for  it,  in  addition  to  the  construction  number.  Thus,  8—26  C  500  means  the 
five-hundredth  locomotive  of  the  8-26  C  class. 


r 


li 


BALDWIN1  LOCOMOTIVE   WORKS.                                                 63 

LIGHT  PASSENGER  LOCOMOTIVES,  "AMERICAN"  TYPE, 

FOR  TRACKS  LAID  WITH  RAILS  WEIGHING  30  TO  40  POUNDS  PER  YARD. 
GAUGE,  4  FEET  81/*  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  BITUMINOUS  COAL. 

General  Design  shown  by  Photograph  on  page  62. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  THREE  SIZES  OF  THIS  PATTERN.  . 

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64  ILLUSTRATED    CATALOGUE. 


LIGHT  PASSENGER  LOCOMOTIVES. 

The  classes  of  locomotives  described  on  preceding  page  are  of  substantially  the  same 
weight  as  similar  classes,  constructed  for  narrow-gauge  railways  and  in  use  on  light  rails. 

The  engine  truck  can  be  made  with  or  without  swinging  bolster,  as  preferred.  The 
short  driving-wheel  base  permits  curves  of  short  radius  to  be  passed  without  difficulty. 

The  tenders  up  to  1200  gallons  capacity  can  be  made  4-wheeled,  if  desired,  and  all 
the  tenders  can  be  made  6-wheeled  instead  of  8-wheeled,  if  preferred. 


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BALDWIN  LOCOMOTIVE    WORKS.                                                69 

PASSENGER  AND  FREIGHT  LOCOMOTIVES,  "AMERICAN"  TYPE. 

GAUGE,  4  FEET  8X  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  BITUMINOUS  COAL. 

General  Design  shown  by  Engraving  and  Photograph  on  pages  66  and  68. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  SIX  SIZES  OF  THIS  PATTERN. 

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I 

u    u    o    u    u    u 

8N          «*•       >O        OO         O 
N           N           N           N           rO 

06      06      06      06      06      oo 

9 

, 

ILLUSTRATED    CATALOGUE. 


PERFORMANCE  OF  LOCOMOTIVES,  "AMERICAN"  TYPE. 


THE   passenger  traffic  of  American   railroads   is  worked  almost  universally  with 
engines  of  this  pattern,  and  the  same  type  of  locomotives  is  also  used  for  freight 
service  on  many  lines  with  easy  grades,  or  where  the  tonnage  is  comparatively  light, 
or  is  hauled  at  a  speed  of  more  than  fifteen  miles  per  hour. 

In  order  to  'indicate  the  tractive  power  exerted  in  actual  service  by  such  locomotives, 
a  few  instances  are  given  below  : 

CLASS  8-20  C  ON  GRADE  OF  72  FEET  PER  MILE. 

MACON  AND  BRUNSWICK  RAILROAD. 

SUPERINTENDENT'S  OFFICE,  MACON,  GA.,  February  15,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Dear  Sirs, — Replying  to  yours  of  February  nth,  I  take  pleasure  in  saying  your  engineer  was  correct 
as  to  hauling  with  the  locomotive  "  Governor  A.  H.  Colquitt"  12  loaded  flat  cars  and  an  8-wheeled  caboose 
over  a  72'  grade,  with  curve  of  2°. 

Engineer  says  it  will  now  pull  15  loaded  box  cars  and  caboose. 

Yours,  very  respectfully, 

GEO.  W.  ADAMS, 
— -OOO — •  General  Superintendent. 

CLASS  8-22  C  ON  GRADE  OF  53  FEET  PER  MILE. 

WESTERN  RAILROAD  OF  ALABAMA. 

OFFICE  OF  GENERAL  MANAGER,  MONTGOMERY,  ALA.,  January  16,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Engines  "Georgia"  and  "Alabama"  made  by  you  (i4//X24//  cylinders,  60,000  Ibs. 
weight),  will  carry  15  loaded  cars  and  caboose  up  our  Notasulza  grade  of  \'  in  ioox. 

Very  truly  yours, 

E.  P.  ALEXANDER, 
— ooo —  General  Manager. 

CLASS  8-22  C  ON  GRADE  OF  71  FEET  PER  MILE. 

MACON  AND  BRUNSWICK  RAILROAD. 

OFFICE  OF  MASTER  MACHINIST,  MACON,  GA.,  March  21,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — On  March  igth  the  locomotive  "James  M.  Smith"  arrived  in  Macon.  This  morning  it 
made  its  trial  trip,  and,  I  am  glad  to  say,  worked  satisfactorily.  It  pulled  with  ease  18  cars  loaded  with 
green  pine  wood  up  a  grade  of  71'  per  mile. 

GEO.  R.  WAGNON, 

Master  Machinist, 


X 


BALDWIN  LOCOMOTIVE   WORKS. 


CLASS  8-24  C  ON  GRADE  OF  237  FEET  PER  MILE. 

SPARTANBURG,  UNION  AND  COLUMBIA  RAILROAD. 
SUPERINTENDENT'S  OFFICE,  SPARTANBURG,  S.  C.,  May  19,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  locomotive  "  W.  H.  Inman,"  No.  5  (cylinders  15"  X  22//,  driving-wheels  50" 
diameter),  came  duly  to  hand,  and  has  been  put  up  and  tested  by  your  mechanic.  We  tried  it  with  a 
train  of  2  first-class  passenger  coaches  and  I  mail  and  baggage  car  of  the  usual  weight.  It  carried 
them  up  our  237'  grade  finely,  although  the  rail  was  wet. 

JAMES  ANDERSON, 
0*0 —  Superintendent. 

CLASS  8-26  C  ON  GRADE  OF  42  FEET  PER  MILE. 

On  the  Atlanta  and  West  Point  Railroad,  locomotives  of  Class  8-26  C  (cylinders  i6//  X  24/Xj  driving- 
wheels  56X/  diameter)  haul,  each,  23  to  25  loaded  cars  (average  weight  of  each  loaded  car  about  16 
gross  tons)  over  maximum  grades  of  42'  per  mile. 

CLASS  8-26  C  ON  GRADE  OF  65  FEET  PER  MILE. 

ATLANTA  AND  CHARLOTTE  AIR-LINE  RAILWAY. 
OFFICE  OF  GENERAL  MANAGER,  ATLANTA,  GA.,  February  4,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  maximum  grades  on  this  line  are  of  considerable  length  and  65'  per  mile  on 
tangents,  with  a  reduction  on  curves  equalizing  them  to  65 '  on  tangents.  The  loads  for  the  freight 
locomotives  constructed  by  you  for  this  company  are  on  dry  rail  over  the  whole  line  16  loaded  cars. 
On  many  parts  of  the  line  they  pull  20  loaded  cars. 

G.  J.  FOREACRE, 
— — oeo —  General  Manager. 

CLASS  8-28  C  ON  GRADE  OF  47  7-10  FEET  PER  MILE. 

KANSAS  PACIFIC  RAILWAY. 

OFFICE  SUPERINTENDENT  MACHINERY,  ARMSTRONG,  KAN.,  December  12,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Engine  No.  90  (cylinders  I7X/  X  24//>  driving-wheels  <fi'f  diameter)  on  second  trip 
brought  into  this  point  41  loaded  cars,  with  an  average  of  n  tons  per  car,  and  this  over  a  grade  of 

47 iV  Per  mile- 

JOHN  MACKENZIE, 

ooo —  Superintendent  Machinery. 

CLASS  8-28  C  ON  GRADE  OF  40  FEET  PER  MILE. 

MISSOURI,  KANSAS  AND  TEXAS  RAILWAY. 

OFFICE  OF  SUPERINTENDENT  OF  MACHINERY,  SEDALIA,  Mo.,  March  18,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — In  reply  to  your  inquiry  as  to  the  performance  of  the  I7//  X  24//  cylinder,  "  American" 
pattern,  locomotives  constructed  by  your  works  for  this  line,  I  would  say  that  the  engines  referred  to 
haul,  each,  20  loaded  cars  and  i  caboose  over  a  grade  of  70'  per  mile,  with  a  pressure  of  135  Ibs. 

The  cars  are  loaded  with  12  tons  of  grain  (24,000  Ibs.).    Each  car  is  weighed  en  route  and  the  average 
holds  very  good.     Each  empty  car  will  average  19,500  Ibs.,  which  is  also  about  the  weight  of  the  caboose. 
This  gives  a  total  load  of  444^  tons,  and,  as  reports  of  engine  performance  go,  it  is  a  very  good  record 
indeed. 

Yours  truly, 

(Signed)         GEO.  W.  CUSHING, 

Superintendent  of  Machinery. 


r 


ILL  USTRA  TED    CA  TAL  OG UE. 


CLASS  8-28  C,  ANTHRACITE-BURNING,  IN  PASSENGER  SERVICE. 

(NOTE.— Weight  of  17"  x  24"  cylinder,  Anthracite   Engine,   about  77,000  Ibs.     Weight  on   driving-wheels 

about  52,000  Ibs.) 

LONG  ISLAND  RAILROAD  COMPANY. 

LONG  ISLAND  CITY,  August  21,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — The  i6//  X  24/x  an^  I7//  X  24//  cylinder  locomotives  constructed  by  you  for  this  line 
are  giving  entire  satisfaction.  The  No.  78  (i7//  X  24//)  is  making  the  run  from  Babylon  to  Hunter's 
Point,  38  miles,  in  55  minutes,  with  6  large  parlor  cars  and  baggage  car,  majority  of  them  12-wheeled 
cars,  all  full,  slowing  up  to  15  miles  per  hour  5  times  to  run  through  junction  switches. 

Yours  truly, 

(Signed]         THOS.   R.   SHARP, 
— 000 —  Receiver. 

LONG  ISLAND  RAILROAD  COMPANY. 

LONG  ISLAND  CITY,  December  15,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — I  have  delayed  until  now  responding  to  your  request  of  September  5th,  regarding  the 
performance  of  Engines  No.  70  and  71,  for  the  reason  that  the  engines  were  made  to  perform  particularly 
trying  service  immediately  after  delivery,  and  it  was  difficult  to  form  an  estimate  of  their  capacity  with 
the  data  heretofore  obtainable.  I  am  now  glad,  however,  to  furnish  you  the  following  facts : 

They  hauled  during  the  summer  (and  very  soon  after  leaving  your  shop)  trains  of  300  tons,  consisting  of 
9  excursion  cars,  37,200  Ibs.  each        ........     167  tons. 

1000  passengers,  150  Ibs.  each    . •       75      " 

Engine  and  tender     ...........       58      " 


Total 300      " 

up  a  grade  1771'  long,  averaging  107'  to  the  mile,  at  a  speed  of  10  miles  per  hour,  and  the  engine- 
man  estimated  that  one  additional  car  could  have  been  hauled.  At  the  foot  of  this  grade  is  a  curve 
of  225'  radius,  on  which  the  grade  is  loo/  to  the  mile. 

They  hauled  19  of  the  same  excursion  cars  above  mentioned,  well  filled  with  passengers  (making  a 
train  of  about  435  tons),  at  a  speed  of  25  miles  per  hour,  fr.om  Fresh  Pond  Junction  to  Rockaway  Beach. 
Thirteen  of  these  cars  were  taken  from  Long  Island  City  to  Fresh  Pond  Junction,  a  portion  of  this 
distance  being  a  grade  of  84'  to  the  mile  with  curves  of  1500'  radius. 

Since  the  close  of  the  summer  season  these  engines  have  been  employed  in  freight  service,  making  an 
average  of  loo  miles  per  day,  and  have  frequently  hauled  33  or  34  loaded  freight  cars  (exact  weight  not 
ascertained)  from  Long  Island  City  to  Jamaica,  over  grades  of  4O/  to  the  mile,  and  over  which  piece  of 
line  20  or  21  cars  have  been  the  maximum  load  for  our  i6//  engines. 

Yours  truly, 

(Signed]         S.  SPENCER, 
— ooo —  General  Superintendent. 

CLASS  8-28  C,  ANTHRACITE-BURNING,  IN  PASSENGER  SERVICE. 

(NOTE. — Cylinders    17"  x  22",   driving-wheels  66"  diameter.      Weight    in  working    order  about    77,000  Ibs. 
Weight  on  driving-wheels  about  52,000  Ibs.) 

CAMDEN  AND  ATLANTIC  RAILROAD. 

MASTER  MECHANIC'S  OFFICE,  CAMDEN,  N.  J.,  June  3,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — I  give  below  particulars  of  the  performance  of  one  of  the  \"]"  X  22//  cylinder,  8- wheeled. 
4-coupled  passenger  locomotives  recently  constructed  by  you  for  the  Camden  and  Atlantic  Railroad. 


i  4- 

BALDWIN  LOCOMOTIVE    WORKS.  73 

On  the  day  that  the  performance  stated  was  noted  the  train  consisted  of  6  cars,  estimated  to  weigh  as 
follows : 

4  passenger  cars  (seating  capacity  70  each)     ......  179,000  Ibs. 

I  parlor  car 49,000  " 

375  passengers  (average  weight  135  Ibs.)        ......  50,625    " 

I  baggage  car 25,100   " 

Full  load  of  baggage  and  express  goods  in  car  ,         .  20,000   " 

Weight  of  train  exclusive  of  engine  and  tender     .....     323,725  Ibs. 

"         engine  in  working  order       .......       77,000  " 

"         tender  loaded  (3000  gallons  of  water)  .....       56,000   " 

Total  weight  of  engine,  tender,  and  train      ......     456,725  Ibs. 

With  this  train  the  engine  left  Camden  depot  at  4.32  P.M.,  arriving  at  Atlantic  City  depot  at  5.47  P.M  , 
the  distance  being  58.59  miles,  and  the  time  occupied  75  minutes.  The  first  mile,  running  out  of  Camden, 
took  5  minutes,  including  one  stop  for  passengers.  The  train  was  once  slacked  up  for  passenger  train 
No.  22,  and  the  speed  was  once  reduced  to  4  miles  per  hour  to  pass  through  a  drawbridge.  The  distances 
from  station  to  station  along  the  road,  and  the  time  occupied  between  stations,  are  as  follows : 

Camden  to  Haddonfield  .          ,     6.74  miles,  \T.  minutes.       .    including  one  stop  and  run  out  of 

city,  as  above. 

Haddonfield  to  Kirkwood       .     4.66      "        6        " 

Kirkwood  tO  Berlin  .  .        5.03         "  7  "  Grade  of  27' per  mile  for  4%  miles. 

Berlin  to  Atco         .         .  .  2.58  "  3  " 

Atco  to  Waterford            .  .  3.72  "  4  " 

Waterford  to  Winslow     .  .  4.37  "  5  " 

Winslow  to  Hammonton  .3.15  "  4  " 

Hammonton  to  Elwood  .  .  6.09  "  7  " 

Elwood  to  Egg  Harbor  .  .  4.89  "  5  " 

Egg  Harbor  to  Pomona  .  .  5.24  "  6  " 

Pomona  to  Absecom         .  .  5.50  "  5^  " 

AbsCCOm  to  Atlantic  City  .       6.62         "  9^£      "  Including  reduced  speed  to  pass 

through  drawbridge,  as  above. 

Total         .         .  58.59  miles,  75  minutes. 

The  steam  gauge  indicated  throughout  the  entire  run  a  pressure  of  from  123  to  127  Ibs.,  average  125 
Ibs.,  and  the  engine  had  reserve  power  to  run  faster.  The  time  could  have  been  reduced  5  minutes  more 
with  ease. 

A  stop-watch  indicated  that  one  mile  was  run  in  60,  one  in  59^,  one  in  59^,  one  in  59,  one  in  58^, 
one  in  58^,  one  in  57^>  and  one  in  58  seconds  respectively. 

The  coal  consumed  during  this  trip  was  not  measured,  but  the  amount  of  work  done  with  10,000  Ibs. 
anthracite  coal,  actual  weight,  was  two  round  trips,  Camden  to  Atlantic  City  and  return,  including  the 
fast  run  above  noted,  as  follows  : 

Sunday,  left  Camden  with  10  cars  .....  time,  I  hour  38  minutes. 

"          "    Atlantic     "       9     " "     i      "     40       " 

Monday,  "    Camden     "       6     "  .         .         .         .         .         "     i      "     r$       " 

Tuesday,  "    Atlantic     "       6     "  .         .         .         .         .         "     i      "     30       " 

The  engine  steams  very  well  and  the  gauge  stands  regular.     The  amount  of  water  used  was  not  noted. 

Yours  truly, 

RUFUS  HILL, 

Master  Mechanic. 

The  above  is  a  correct  account  of  the  run  of  Engine  No.  16,  on  Train  No.  19,  on  May  31,  1880. 

F.  A.  LISTER, 

Superintendent. 


-1 


74 


ILLUSTRATED  CATALOGUE. 


CLASS  8-30  C  ON  GRADES  OF  126  AND  160  FEET  PER  MILE. 

(NOTE. — The  dimensions  of  the  locomotive  referred  to  below  are,  cylinders  if'xt^",  driving-wheels  56" 
diameter,  but  the  boiler  and  fire-box  are  of  the  dimensions  usual  in  passenger  engines  having  cylinders 
i8"x  24",  and  driving-wheels  5'  a"  in  diameter.) 

CUMBERLAND  AND  PENNSYLVANIA  RAILROAD  COMPANY. 
OFFICE  OF  GENERAL  SUPERINTENDENT,  CUMBERLAND,  MD.,  June  5,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Dear  Sirs, — Owing  to  pressure  of  business  I  have  neglected  heretofore  to  reply  to  your  esteemed  favor 
of  the  25th  ultimo. 

In  answer  to  the  questions  therein  contained,  I  have  to  say  that  Engine  No.  27  is  daily  engaged  in 
drawing  passenger  train  consisting  of  (usually)  two  passenger  cars  and  one  baggage 'car. 

The  maximum  grade  upon  the  road  is  160'  continuous  for  a  mile  and  a  half.  We  have  no  other  grade 
exceeding  126'  to  the  mile. 

The  engine  draws  its  ordinary  train  up  the  l6o/  grade  with  ease,  at  a  speed  of  15  miles  an  hour,  and 

can  make  20.     With  4  cars  attached  it  has  no  difficulty  in  ascending  the  grade.     It  has  made  the  trip 

with  5  cars,  but  with  that  number  could  not  exceed  a  rate  of  10  miles  an  hour,  even  if  it  reached  that. 

The  performance  of  the  engine  is  satisfactory,  except  that  it  slips  more  and  requires  more  sand  with  a 

train  of  5  cars  than  was  expected. 

Very  truly  yours, 

(Signed\         P.  L.  BURWELL, 
— <xo —  General  Superintendent. 

CLASS  8-28  C  ON  GRADE  OF  64  FEET  PER  MILE. 

On  the  Atchison,  Topeka  and  Santa  Fe  Railroad,  locomotives  of  Class  8-28  C  (cylinders  17"  X  24", 
driving-wheels  57//  diameter)  haul,  each,  20  loaded  cars  from  Atchison  to  Topeka,  over  a  maximum 
grade  of  63T8597/  per  mile  combined  with  a  curve  of  2°. 


CLASS  8-30  C  ON  GRADE  OF  70  FEET  PER  MILE. 

Combined  with  curves  of  6°  and  7°. 

ATLANTIC,  MISSISSIPPI  AND  OHIO  RAILROAD  COMPANY. 

LYNCHBURG,  VA.,  December  31,  1878. 
MES.SRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Gentlemen, — In  response  to  your  communication  of  the  9th  inst.,  I  take  pleasure  in  stating  that  the 
three  locomotives  you  have  built  for  our  company  (your  Class  8-30  C,  cylinders  i8x/  X  24//»  driving- 
wheels  62"  diameter)  for  special  service  with  our  fast  mail  train  on  our  Virginia  and  Tennessee  Mountain 
Division,  are  fully  meeting  the  requirements  of  that  service  as  guaranteed  in  your  contract :  "  That  such 
locomotives  shall  be  capable  of  drawing  a  train  of  7  passenger  cars,  weighing  175  tons  (of  2000  Ibs.), 
up  a  grade  -of  70'  per  mile,  with  curves  of  from  6°  to  7°,  at  a  speed  of  from  25  to  30  miles  per  hour, 
track  and  cars  being  in  good  condition." 

On  November  6th,  Engine  No.  28  hauled  a  train  consisting  of  I  postal  car,  I  baggage  car,  4  passenger 
and  2  sleeping  cars  (total,  8  cars),  weighing  with  load  179  tons  (of  2000  Ibs.),  from  the  foot  of  the 
Alleghany  Mountains,  near  Big  Spring  Station,  to  the  summit,  distance  I IT5^  miles,  in  32  minutes,  making 
two  stops ;  running  time,  28  minutes,  or  24T7^  miles  per  hour. 

On  December  5th,  Engine  No.  36  hauled  a  train  consisting  of  I  postal  car,  2  baggage  cars,  4  passenger 
cars,  and  I  sleeping  car  (total,  8  cars),  weighing  with  load,  185  tons  (of  2000  Ibs.),  over  the  same  portion 
of  the  road  in  33^  minutes,  making  two  stops;  running  time,  27  minutes,  equal  to  25T85  miles  per  hour. 

The  following  is  a  statement  of  the  gradients  and  curvature  of  the  sections  of  our  road  herein  referred 
to  (the  I  l^y  miles  of  continuous  grades  ascending  the  Eastern  slope  of  the  Alleghany  Mountains) : 


r 


BALDWIN  LOCOMOTIVE   WORKS. 


75 


TABLE  OF  GRADIENTS. 


Feet  per  mile      .... 
Length  of  grade  in  feet  . 

79.64 
1,200 

69.58 
24,600 

69.46 
S.ioo 

69.13 
23,500 

55-04 
5.4°° 

23-94 
1,208 

Total  length,  61,008  feet. 

TABLE  OF  CURVATURE. 


Curvature    .     . 

7°oo' 

6°oo' 

6°io' 

6°20f 

6°3o< 

5°oo' 

5°io' 

Length  in  feet  . 
Curvature    .     . 
Length  in  feet  . 

600 
5°3o' 
1,500 

9,700 
5°40' 
2,400 

1,000 

5°45' 
900 

I,4OO 

4°oo' 
4,800 

1,100 

4°3o' 
1,100 

7,000 

4°45' 
700 

500 
3°oo' 
i,  600 

Total  length  of  mures     .      43,900ft. 
"        "     "  straight  lines,  17,108  " 

61.008  ft.=ll^y  mis. 

Curvature    .     . 

3°05' 

3°3o' 

2°OO' 

2°30' 

2°45' 

i°55' 

o°so' 

Length  in  feet  . 

1,200 

700 

2.2OO 

500 

3,100 

900 

I  OOO 

Nearly  all  the  curves  are  "  reversed,"  having  no  intermediate  tangents. 
The  6°  and  7°  curves  occur  on  grades  of  69.5''  and  69.1''  to  the  mile. 

The  locomotives  have  been  in  daily  use  for  about  two  months,  and  their  performance  is  entirely  satis- 
factory. 

Yours  truly, 

(Signed}  HENRY  FINK, 

Receiver. 


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BALDWIN  LOCOMOTIVE   WORKS.                                               jg 

FAST  PASSENGER  LOCOMOTIVES. 

GAUGE,  4  FEET  8X  INCHES,  OR  WIDER.  FUEL,  ANTHRACITE  OR  BITUMINOUS 
COAL  OR  WOOD. 

General  Design  shown  by  Line  Drawing  on  page  76  and  Photograph  on  page  78. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  THREE  SIZES  OF  THIS  PATTERN. 

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The  weight  on  driving-wheels  can  be  increased  by  the  addition  of  from  8000  to  10,000  pounds  by  means  of  the  appliances  for  transferring  weigh 
from  the  trailing  to  the  driving-wheels  as  described  on  page  53.  The  loads  in  the  above  table  are  calculated  on  the  basis  of  the  adhesion  given  b> 
the  maximum  weight  on  driving-wheels  thus  obtainable. 

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80 


ILLUSTRATED    CATALOGUE. 


FAST  PASSENGER  LOCOMOTIVES. 

The  following  letter  gives  particulars  of  the  performance  of  a  locomotive  of  Class 
8-30  A,  cylinders  18"  X  24",  driving-wheels  78"  diameter. 

PHILADELPHIA  AND  READING  RAILROAD  Co. 
OFFICE  OF  GENERAL  MANAGER,  PHILADELPHIA,  May  17,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA  : 

Dear  Sirs, — In  response  to  your  request,  I  have  to  state  that  Engine  No.  507,  with  4  passenger  cars, 
made  the  trial  run  on  I4th  inst.,  from  Ninth  and  Green  Streets,  Philadelphia,  to  Jersey  City,  distance  89.4 
miles,  in  I  hour  and  38  minutes.  The  best  performance  during  the  trip  was  in  running  the  2.8  miles  from 
Willett  to  Langhorne,  part  of  which  distance  is  an  ascending  grade  of  i6/  per  mile,  in  2  minutes. 

On  the  return  trip  from  Jersey  City  to  Ninth  and  Green  Streets,  with  5  passenger  cars,  the  run  was 
made  in  i  hour  and  40  minutes. 

I  have  no  doubt  that  after  the  engine  has  worn  smoothly  upon  its  bearings,  a  higher  rate  of  speed  with 
the  same  loads  can  be  obtained. 

Respectfully, 

(Signed)         J.  E.  WOOTTEN, 
• — -ooo — •  .  General  Manager. 

The  accompanying  slip,  showing  distances  and  time  made  between  stations,  may  be  of  interest  to  you: 


May  14,  1880. 


Engine  No.  507,  Philadelphia  to  Jersey 

City, 

Engine  No.  307 

May 

14,  1880. 

Ninth  and  Green 

1  1.  1  6  A.M. 

Min.         Jersey  City   . 

Wayne  June. 

11.25 

9 

Elizabeth 

Tabor  June. 

11.28 

3 

Bound  Brook 

Jenkintown 

11.32^ 

4X 

Bethayres    . 

11.36)4 

4 

Weston 

Somerton    . 

I3-39X 

Vanaken 

Willett 

11.42^ 

Skillman 

Langhorne  . 
Woodburne 
Yardley 
Trenton  June. 

II.44X 
11.47 

"•54 

2 

4^ 

Hopewell 
Pennington  . 
Trenton  June. 
Yardley 

Pennington 

"-59 

.  5 

Woodburne  . 

Hopewell  . 
Skillman     . 

1  2.03  X 
12.06^ 

3 

Langhorne    . 
Willett 

Vanaken 

I2.IO^ 

3^ 

Somerton 

\Veston 
Bound  Brook 

I2.I5X 

12.19^ 

;     Bethayres 
Jenkintown  . 

63X         Tabor  June.  . 

Elizabeth    . 

12.40 

20^"     :     Wayne  June. 

Jersey  City 

12.54 

H 

Ninth  and  Green 

98 

I  hour  and 

38  minutes  ;  4  cars. 

I  hour  and 

2.07  P.M. 

Min. 

2.2I# 

14^ 

2.40^ 

1  8^ 

33X 

2-45 

4^ 

2.50^ 

5/4 

2-55 

4X 

2.58 

3 

3-02^ 

4^ 

3-°7X 

4^ 

3'°4i 

5 

3-17 

2X 

3-J9X 

2'/2 

3-22^ 

3 

3.26 

3/2 

3-30^ 

4% 

3-35K 

4X 

3.38 

2X 

3-47 

9 

BALDWIN  LOCOMOTIVE    WORKS.  8l 

The  fast  passenger  locomotive  shown  by  the  photograph  on  page  78  was  constructed 
with  a  wide  fire-box  (7'  wide  on  the  grate)  adapted  to  aftithracite  coal.  Where  bitumin- 
ous coal  is  used,  the  design  could  be  modified  to  give  a  narrower  fire-box. 

The  4-wheeled  truck  under  cylinders  can  be  made  with  or  without  swinging  bol- 
ster as  preferred. 

For  further  description  of  this  type,  see  page  53  of  the  sketch. 


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f  ^> 
BALDWIN  LOCOMOTIVE  WORKS.                                               85 

f  — 

FREIGHT  AND  MIXED  TRAFFIC  LOCOMOTIVES,  "TEN-WHEELED"  TYPE. 

GAUGE,  4  FEET  8K  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  BITUMINOUS  COAL. 

General  Design  shown  by  Engraving  and  Photograph  on  pages  82  and  84-. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  FOUR  SIZES  OF  THIS  PATTERN. 

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'  to  2'  should  be  added  to  these  figures  for  clearance  of  flanges  of  extreme  wheels,  t 

s  required,  similar  to  that  shown  in  engraving  on  page  65.  This  lengthens  the  boile 
ig-  wheels  from  5000  to  6000  pounds, 
ain,  and  the  truck  made  with  swinging  bolster;  or  the  main  and  back  driving-wheel 
Id  be  without  the  swinging  bolster. 
ves  of  this  pattern,  when  preferred  to  the  wagon-top  form  of  boiler. 

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The  total  wheel-base  of  engine,  with  8-wheeled  tender  attached,  va 
placed  on  all  tender-  wheels  the  wheel-base  will  be  ix  longer.  From  i8x 
give  the  minimum  length  of  turn-table  admissible. 
Where  anthracite  coal  is  used  as  the  fuel  a  different  form  of  fire-box 
and  increases  the  total  weight  of  the  engine  and  the  weight  on  the  drivir 
The  front  and  back  driving-wheels  can  be  flanged,  the  main  pair  pi 
can  be  flanged  and  the  front  pair  plain.  In  the  latter  case  the  truck  shou 
A  straight-top  boiler,  with  dome  in  the  middle,  is  made  for  locomoti 

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J 


86  ILLUSTRATED    CATALOGUE. 


PERFORMANCE  OF  "TEN-WHEELED"  LOCOMOTIVES. 


CLASS  10-26  D  ON  GRADES  OF  32  TO  56  FEET  PER  MILE. 

DELAWARE  WESTERN  RAILROAD  COMPANY. 

WILMINGTON,  DEL.,  November  13,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Gentlemen, — Answering  your  favor  of  the  roth  inst.,  I  will  say  that  the  total  weight  of  Engine  No.  4 
is  72,300  Ibs. ;  54,200  on  driving-wheels,  18,100  on  truck. 

We  have  taken  a  train  weighing  1,030,350  Ibs.  (460  gross  tons)  from  Landenberg  to  Southwood, 
3  miles;  grades  ranging  from  32'  to  56'  per  mile,  with  8°  curves.  The  road  between  these  points  is 
very  crooked,  there  being  two  or  three  reverse  curves.  Steam  pressure  was  125  Ibs.  Train  was  weighed 
accurately. 

Truly  yours, 

(Signed)  D.  CONNELL, 

— ooo—  Superintendent. 

CLASS  10-26  D  ON  GRADE  OF  52  1-8  FEET  PER  MILE. 

CHRISTIANIA,  NORWAY,  August  i,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Mr.  Pihl  requests  me  to  tell  you  that  on  the  opening  of  the  new  line  connecting  Sweden 
with  Norway,  via  Frederickshald,  the  new  Baldwin  locomotive  "  Washington"  pulled  the  royal  train 
across  the  frontier. 

34  passenger  cars tons,  268.6 

Luggage  for  300  passengers  @  200  Ibs.         ......"        22.3 

Tons  ...........    290.9 

Gradient,  l'  in  ioo/;  curve,  iooo/.     The  train  was  run  at  a  speed  of  about  20  miles. 

GERH.  GADE. 


CLASS  10-28  D  ON  GRADE  OF  77  FEET  PER  MILE. 

WESTERN  MARYLAND  RAILROAD. 

UNION  BRIDGE,  MD.,  April  29,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Engine  No.  7  hauled  14  heavy  loads  up  a  grade  of  77'  to  the  mile,  with  two  reverse 
curves,  with  120  Ibs.  of  steam,  running  12  miles  per  hour;  distance,  6  miles. 

DAVID  HOLTZ, 
— ooo —  Master  of  Machinery. 

CLASS  10-28  D,  ANTHRACITE-BURNING,  ON  GRADE  OF  150  FEET  PER  MILE. 

On  the  Catasauqua  and  Fogelsville  Railroad  a  locomotive  of  Class  10-28  D  pulls  16  loaded  cars,  total 
weight  of  train  128  gross  tons,  up  a  grade  of  150'  per  mile  combined  with  12°  curves. 


~ 


J. 

BALDWIN  LOCOMOTIVE    WORKS.  87 

CLASS  10-30  D  ON  GRADE  OF  79  2-10  FEET  PER  MILE. 

YOUGHIOGHENY    RAILROAD. 

IRWIN  STATION,  PA.,  April  24,  1879. 

Dear  Sir, — I  have  your  favor  of  the  2ist  inst.  at  hand  in  reference  to  engine  "  Sewickley."  Maximum 
load  for  this  engine  over  Youghiogheny  Railroad  is  18  cars,  42,000  Ibs.  to  the  car.  Maximum  grade 
up  which  the  coal  is  hauled  is  79T2</  per  mile.  On  this  maximum  grade  we  have  a  curve  of  7°  (819' 
radius),  885'  in  length.  Our  regular  load  for  this  engine  is  15  cars  in  the  different  conditions  of  the 
rail,  and  on  some  days  we  haul  16  cars.  Average  weight  of  cars,  42,000  Ibs.,  including  car. 

W.  WILSON, 

oco Superintendent. 

CLASS  10-30  D  ON  GRADES  OF  21  AND  62  FEET  PER  MILE. 

(NOTE.— Cylinders  18"  x  24",  driving-wheels  55"  diameter.) 

BUFFALO,  NEW  YORK,  AND  PHILADELPHIA  RAILWAY  COMPANY. 

GENERAL  SUPERINTENDENT'S  OFFICE,  BUFFALO,  April  21,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Below  you  will  find  a  statement  of  what  the  lo-wheeled  freight  engines  are  doing  daily 
and  doing  easily. 

Going  South.     They  are  hauling  48  empty  cars,  about  386  gross  tons,  up  a  62'  grade,  on  4°  curves. 
Coming  North.     They  are  hauling  40  loaded  cars,  about  785  gross  tons,  on  a  2i/  ascending  up  grade, 
on  5°  curves. 

Cars  will  weigh  9  net  tons,  and  lading  13  net  tons. 

Yours  respectfully, 

(Signed)  GEO.  S.  GATCHELL, 

General  Superintendent, 

CLASS  10-32  D  ON  GRADES  OF  75  TO  101  FEET  PER  MILE. 

(NOTE. — Cylinders  19"  x  24",  driving-wheels  55"  diameter.) 

ST.  Louis  AND  SAN  FRANCISCO  RAILWAY  COMPANY. 
OFFICE  OF  THE  GENERAL  MANAGER,  ST.  Louis,  Mo.,  July  14,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — The  two  new  lo-wheeled  freight  locomotives  bought  from  you  in  February  last  are  per- 
forming very  satisfactory  service  on  our  road.  They  are  mainly  running  on  our  second  division,  where 
between  Dixon  and  Lebanon  the  maximum  grade  adopted  was  75'  per  mile  and  maximum  curve  6°. 
There  are  no  reverse  curves,  properly  speaking,  but  many  of  them  are  practically  such,  there  being  only 
200/  of  tangent  i>etween  them.  The  grades,  owing  to  settlement  of  embankments,  are  in  some  places 
8ox  to  90'  per  mile  for  bhort  distances,  and  the  average  grade  of  75'  per  mile  occurs  in  many  places  for 
2  miles  or  more.  What  is  known  as  Hancock  Hill  is  the  most  trying  grade  on  the  division. '  It  is  about 
I2,ooo/  long;  looo'  of  the  grade  at  Hancock  Station  is  50'  per  mile,  the  balance  76'  per  mile.  There 
are  several  6°  curves  with  short  tangents  between  them.  On  this  division  these  locomotives  have  pulled 
trains  of  22  cars  of  stock,  weighing  (car  and  freight)  36,000  Ibs.  each,  and  caboose,  at  an  average  speed 
of  14  miles  per  hour,  and  up  Hancock  Hill  at  1 1  miles  per  hour. 

At  Rolla  Hill  on  first  division  is  a  grade  6  miles  long,  of  72'  per  mile  for  5  miles,  and  roi'  per  mile 
for  balance.  Locomotive  No.  35  has  hauled  22  cars  of  stock  and  caboose  up  this  hill. 

Respectfully  yours, 

(Signed)  C.  W.  ROGERS, 

General  Manager. 


r 


ILL USTRA TED    CA TALOG UE. 


CLASS  10-30  D,  ANTHRACITE-BURNING,  ON  GRADES  OF  76  AND  126  FEET  PER  MILE. 

On  the  Lehigh  Valley  Railroad  the  service  performed  by  lo-wheeled  anthracite-burning  locomotives 
of  Class  10-30  D  is  as  follows : 


GROSS  TORS  OF  TRAIN. 

Grade,  126  Feet  per  Mile. 

Grade,  76  Feet  per  Mile. 

Maximum  load        ........ 
Usual             "           ........ 

235 
169  to  2OO 

34° 

221 

r 


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f  — 

BALDWIN  LOCOMOTIVE   WORKS.                                               ni 

LIGHT  FREIGHT  LOCOMOTIVES,  "MOGUL"  TYPE, 

FOR  TRACKS  LAID  WITH  RAILS  WEIGHING  30  TO  40  POUNDS  PER  YARD. 
GAUGE,  4  FEET  8X  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  BITUMINOUS  COAL. 

General  Design  shown  by  Photograph  on  page  9O. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  THREE  SIZES  OF  THIS  PATTERN. 

Locomotives  of  above  classes  are  in  use  on  the  Fort  Dodge  and  Fort  Ridgely  Railroad,  the  Riverside  Iron  Works  Railroad  of  Missouri  (30  pounds  iron 
rails),  and  the  Oregon  Railway  and  Navigation  Company's  Railroad  of  Oregon,  all  of  4'  8)4//  gauge. 
The  following  minimum  weights  of  rails  are  recommended  as  suitable  :  for  Class  8-18  D,  30  pounds  per  yard  ;  for  Class  8-20  D,  35  pounds  per  yard  ;  and 
for  Class  8-22  D,  40  pounds  per  yard. 
Total  wheel-base  of  engine  with  8-  wheeled  tender  varies  from  35'  for  Class  8-18  D  to  36'  for  Class  8-22  D.  Add  18"  to  2X  allowance  for  clearance  of 
flanges,  to  get  minimum  length  of  turn-table. 

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92 


ILL USTRA TED    CA TALOGUE. 


PERFORMANCE  OF  CLASS  8-20  D  ON  30  LB.  RAILS, 


RIVERSIDE  IRON  WORKS. 

OFFICE,  1304  MAIN  ST.,  WHEELING,  W.  VA.,  June  21,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Gentlemen, — Our  road,  7^  miles  long,  has  been  operated  since  about  the  ist  of  May,  and  quite  to  our 
satisfaction.  We  have  curves  of  10°  and  grades  of  3'  per  ioo/  in  places  (the  longest  about  y^  mile), 
while  on  Y  we  have  curves  of  24°.  Track  is  laid  with  30  Ib.  rails,  with  3168  ties  per  mile.  Ties 
6X/  X  6/x  X  8' '.  Our  regular  load  for  engine  is  4  cars,  weighing  19,000  Ibs.  each,  loaded  with  12  tons  of 
2300  Ibs.  =  27,600  Ibs.,  or  car  and  load  46,600  Ibs.  Engine  will  haul  5  cars  by  running  for  grades,  but 
we  consider  it  imprudent  to  load  more  than  we  can  safely  start  and  stop  on  heaviest  grades.  Have  hauled 
9  empty  cars  at  one  time.  We  make  4  round  trips  daily,  allowing  45  to  50  minutes  actual  running  time 
each  way,  and  using  rest  of  time  switching,  wooding,  taking  water,  etc.  If  desired,  we  can  make  5  round 
trips  daily  in  10  or  II  hours.  The  engine  consumes  daily  2^  cords  of  wood  of  ralher  inferior  quality, 
and  only  cut  about  one  month.  Our  syphon  lifts  tender  full  of  water  a  distance  of  16  feet  in  about  12 'to 
15  minutes,  and  we  are  highly  pleased  with  the  arrangement. 

Our  rails  seem  to  bear  the  traffic  quite  as  well  as  expected,  although  would  recommend  35  Ibs.  instead 
of  30  Ibs.  We  used  the  latter  because  of  our  own  make,  and  we  manufacture  nothing  heavier. 

We  think  you  can  safely  advise  your  friends  to  adopt  the  light  wide  gauge  for  slow  speed  in  short 
branch  lines  rather  than  the  narrow  gauge. 

We  are  moving  about  190  tons  of  2300  Ibs.  daily,  at  a  total  cost  for  train  service,  track  repairs,  fuel, 
oil,  waste,  etc.,  of  about  i^  cents  per  ton  per  mile.  Our  track  repairs  will  become  somewhat  heavier 
after  a  while,  although  owing  to  hurried  construction  without  ballast  we  now  maintain  a  track  force  of  6 
men  and  foreman.  We  pay  connecting  road  ^  of  a  cent  per  mile,  loaded  and  empty,  for  car  mileage,  or 
£  of  a  cent  per  ton  of  ore  transported,  and  avoid  all  expense  for  car  repairs,  oiling,  etc.,  and  have 
investment  in  one  engine  only  and  no  cost  for  transfer  of  load. 

Yours  truly, 

(Signed]  F.  J.   HEARNE: 


94 


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BALDWIN  LOCOMOTIVE  WORKS.                                               97 

4 

FREIGHT  LOCOMOTIVES,  "MOGUL"  TYPE. 

GAUGE,  4  FEET  8X  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  BITUMINOUS  COAL. 

General  Design  shown  by  Engraving  and  Photograph  on  pages  94  and  96. 

SIGNS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  FOUR  SIZES  OF  THIS  PATTERN. 

The  front  and  back  driving-wheels  must  have  flanged  tires  in  this  type  of  locomotives  ;  the  middle  or  main  driving-wheels  have  wide  tires  without  flanges. 
The  "  pony  truck"  has  a  swinging  bolster,  and  by  means  of  a  radius  bar  is  made  to  radiate  about  a  point  located  between  itself  and  the  front  driving-axle. 
The  total  wheel-base  of  engine  with  8-wheeled  tender  varies  from  4.2'  4//  for  Class  8-26  D  to  43X  4X/  for  Class  8-32  D.  When  brakes  are  placed  on  all 
tender-wheels  the  wheel-base  will  be  i/  longer.  To  get  minimum  length  of  turn-table  admissible,  add  from  i8//  to  2/  for  clearance  of  flanges. 
When  anthracite  coal  is  used  as  fuel  the  form  of  fire-box  is  similar  to  that  shown  in  engraving  on  page  65.  This  lengthens  the  boiler  and  increases  the 
total  weight  of  engine  and  the  weight  on  the  driving-wheels  from  4000  to  5000  pounds. 
The  several  classes  of  "  Mogul"  locomotives  above  described  can  be  built  with  tanks  on  boilers  instead  of  separate  tenders,  if  desired,  making  an  excellent 
type  of  engine  for  heavy  switching  service. 
The  arrangement  of  driving-wheels  in  locomotives  of  the  "  Mogul"  type  can,  if  desired,  be  modified,  by  grouping  them  closely  together.  The  driving- 
wheel-base  can  thus  be  reduced  to  lo/  or  iox  6",  and  the  total  wheel-base  to  17'  or  i8/.  This  plan,  however,  necessitates  placing  the  fire-box  over  the  back 
driving-axle,  and  therefore  allows  of  only  a  shallow  fire-box. 

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ILL  USTRA  TED   CA  TAL  OGUE. 


PERFORMANCE  OF  "  MOGUL"  LOCOMOTIVES. 


CLASS  8-26  D  ON  GRADE  OF  83  FEET  PER  MILE. 

OFFICE  OF  THE  SHARPSVILLE  RAILROAD  COMPANY. 


MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 


SHARPSVILLE,  PA.,  July  16,  1877. 


PHILADELPHIA,  PA.  : 


Gentlemen, — The  traffic  of  our  road  consists  in  bringing  coal  down  grade  from  our  mines  (of  which 
we  have  eleven,  supplying  a  business  of  from  800  to  1500  tons  per  diem],  and  hauling  our  empties  up 
grade  to  the  mines. 

We  have  a  gradient,  rising  towards  the  mines,  of  83'  per  mile  with  a  2°  curve  in  it.  This  I  account 
equivalent  to  a  gradient  of  87'  per  mile  on  a  straight  line. 

On  this  gradient,  equal  to  87' per  mile,  the  "Oakland,"  on  July  3,  1877,  started  from  a  standstill 
45  empty  8-wheeled  cars,  weighing  669,500  Ibs.,  or  334.75  net  tons,  and,  without  slipping  her  driving- 
wheels,  took  the  train  up  and  beyond  the  gradient,  something  more  than  half  a  mile,  gaining  speed  and 
steam  as  she  went.  She  had  130  Ibs.  of  steam  at  the  start;  we  had  to  open  the  furnace-door  to  prevent 
undue  increase  of  pressure. 

On  July  I2th,  the  same  engine,  standing  below  the  train  and.  pushing  up  the  hill,  and  getting  no  advan- 
tage from  the  starting  of  one  car  after  another,  as  she  might  have  done  had  she  been  hauling  the  train, 
started  from  a  standstill,  on  same  gradient,  18  loaded  8-wheeled  cars,  weighing  329.36  net  tons,  and, 
without  slipping  her  driving-wheels,  took  them  up  and  over  the  gradient,  gaining  speed  and  steam  as  she 
went.  Steam  130  Ibs.  at  start. 

On  the  2gth  of  May,  1877,  same  engine, pushing,  started  28  loaded  8-wheeled  cars,  weighing  512.28 
net  tons,  on  a  piece  of  track  where  the  engine  and  tender  and  23  cars  were  on  a  gradient  of  40. 5', 
and  5  cars  on  a  gradient  of  54'  per  mile,  and,  without  slipping  her  driving-wheels,  took  them  up  over  a 
gradient  of  44^'  per  mile  for  ^  a  mile  or  more,  gaining  speed  as  she  went.  She  made  steam  much 
more  rapidly  than  she  could  use  it,  but  by  watching  the  steam-gauge,  and  varying  the  weight  on  the 
escape-valve  according  to  the  indications  of  the  gauge,  an  uniform  pressure  of  125  Ibs.  was  maintained 
throughout  this  trial. 

The  "Oakland"  does  work  equivalent  to  the  performance  here  recorded  every  working  day  in  the  year. 

Yours,  very  truly, 

J.  M.  GOODWIN, 
— <xo —  Engineer  Sharpsville  Railroad. 

CLASS  8-26  D  ON  GRADE  OF  53  FEET  PER  MILE. 

WESTERN  RAILROAD  OF  ALABAMA. 

OFFICE  OF  MASTER  MECHANIC,  MONTGOMERY,  ALA.,  January  30,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.: 

Gentlemen, — Mogul  engine  "  Marchioness"  hauls  21  cars  on  the  same  schedule  that  our  other  engines 
(Class  8-22  C)  haul  15 ;  and  25  cars  on  irregular  trains. 

ROBERT  KING, 
— ooo —  Master  Mechanic. 

CLASS  8-28  D  ON  GRADES  OF  40  TO  47  FEET  PER  MILE. 

On  the  Terre  Haute  and  Indianapolis  Railroad  locomotives  of  Class  8-28  D  (cylinders  17"  X  24//> 
driving-wheels  55/x  diameter)  have  hauled,  each,  28  loaded  cars  from  Terre  Haute  to  Indianapolis,  and 
54  cars  (45  empty  and  9  loaded)  from  Indianapolis  to  Terre  Haute.  The  maximum  grades  range  from 
4O/  to  47'  per  mile. 


BALDWIN  LOCOMOTIVE    WORKS. 


CLASS  8-28  D  ON  GRADE  OF  70  FEET  PER  MILE,  COMBINED  WITH  6  DEGREE  CURVE. 

(NOTE.  —  The  locomotives  referred  to  are  17"  x  34"  cylinders,  driving-wheels  54"  diameter.) 
EAST  TENNESSEE,  VIRGINIA  AND  GEORGIA  RAILROAD. 

KNOXVILLE,  TENN.,  December  2,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.: 

Dear  Sirs,  —  The  Moguls  have  sometimes  pulled  18  loaded  cars  over  the  road,  but  these  cars  and  loads 
have  not  weighed  46,000  Ibs.  each.  They  will  pull  17  cars  with  such  loads,  but  not  more.  It  is  almost 
practically  impossible  to  get  in  any  day  the  17  cars  loaded  with  13  tons  each,  in  the  varying  conditions 
of  traffic;  but  the  18  cars,  as  they  come,  will  be  equivalent  to  17  cars  so  loaded.  When  the  cars  are 
heavily  loaded  17  is  all  they  will  take. 

Very  truly  yours, 

JOHN  F.  O'BRIEN, 
----  <x>o  —  Superintendent. 

CLASS  8-28  D  ON  GRADE  OF  85  FEET  PER  MILE,  COMBINED  WITH  9  AND  10 

DEGREE  CURVES. 
EASTERN  KENTUCKY  RAILWAY  COMPANY. 

MACHINE  SHOP,  HUNNEWELL,  KY.,  May  31,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.  : 

Gentlemen,  —  Yours  of  the  27th  inst.  came  duly  to  hand,  and  in  reply  I  would  say,  that  it  was  the 
Mogul  locomotive  (i7//  X  24/x  cylinders,  driving-wheels  54"  diameter),  constructed  by  your  works 
in  1873,  with  which  we  made  the  experiment  stated  in  my  letter  to  the  Committee  of  the  Master 
Mechanics'  Association.  The  8-whecled  engine,  in  comparison  with  which  the  test  was  made,  had 
cylinders  l6^/x  X  24x/>  an(i  4  driving-wheels  54//  diameter. 

The  test  was  made  for  our  own  information,  to  see  whether  it  was  not  cheaper  to  run  that  class 
(the  Mogul)  than  the  8-wheeled  engine,  and  the  result  proved  to  us  practically  that  it  was. 

The  Mogul  hauled  up  our  85'  grade,  on  which  there  are  two  9°  curves  and  one  of  10°,  37  loaded 
cars,  each  carrying  5  tons  (of  2240  Ibs.);  total  lading,  185  tons;  weight  of  cars  when  empty,  3^  tons 
each;  total  weight  of  train  hauled,  including  total  weight  of  cars,  314^  tons. 

The  8-wheeled  engine  hauled  205  tons,  or  24  cars.  Pressure  on  the  Mogul  at  the  start  was  135 
Ibs.  ;  when  at  the  top  of  the  grade,  1  20  Ibs. 

On  the  curves  the  engine  was  worked  in  the  second  notch  ;  on  the  remainder  of  the  grade,  in  the  third. 
The  Road  Master  says  that  it  is  all  a  mistake  about  the  Mogul  being  hard  on  the  track  and  curves. 
He  does  not  see  any  difference  in  this  respect  between  this  class  and  the  8-wheeled  engines. 

The  great  item  in  respect  to  economy  is,  it  costs  us  as  much  for  train  hands  to  run  the  8-wheeled 
engine  as  it  does  to  run  the  Mogul,  and  we  get  one-third  more  coal  and  ore  over  our  road  with  the 
Mogul  at  one  trip. 

Yours,  very  truly, 

(Signed)  D.  L.  WEAVER, 

-  ooo—  Master  Mechanic. 

CLASS  8-30  D  ON  GRADES  OF  53  TO  60  FEET  PER  MILE. 

FLINT  AND  PERE  MARQUETTE  RAILWAY. 

SUPERINTENDENT'S  OFFICE,  EAST  SAGINAW,  MICH.,  July  3,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen,  —  Your  favor  of  the  3Oth  ult.  is  at  hand.  In  answer,  Mogul  Engine  No.  45  (cylinders 
l8/7  X  24/7>  driving-wheels  5o//  diameter)  has  pulled  28  loaded  cars  over  the  road  between  Ludington 
and  Lake.  Forty  miles  of  this  portion  of  the  road  is  up  grade.  For  9  miles  of  the  above  the  grade  varies 
from  53'  to  6o/  per  mile.  The  longest  pull  of  53'  grade  is  about  i^  miles;  with  then  a  short  space  of 


L 


IL  L  US  TRA  TED    CA  TALOG  UE. 


about  25'  grade;  then  up  to  6o/  for  about  ^  of  a  mile;  then  a  change  to  56',  54',  and  53'  grades,  with 
reverse  curves  of  2°  and  3°. 

The  other  engine,  No.  46,  is  fully  as  good  and  is  doing  service  equal  to  the  above  daily. 

Yours  truly, 

(Signed]  SANFORD  KEELER. 

CLASS  8-30  D  ON  GRADES  OF  53  TO  75  FEET  PER  MILE. 

MISSOURI,  KANSAS  AND  TEXAS  RAILWAY. 

OFFICE  OF  SUPERINTENDENT  OF  MACHINERY,  SEDALIA,  Mo.,  April  13,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — Engine  89,  Mogul  pattern  (i8/x  X  24//  cylinders,  5o//  driving-wheels),  purchased  of  you, 
has  developed  her  average  maximum  power  on  the  district  to  which  she  is  assigned,  and  a  statement 
having  been  promised,  is  herewith  made. 

With  a  steam  pressure  of  135  Ibs.  (road  standard)  Engine  89  has  hauled  a  freight  train  weighing  600 
tons  (of  2000  Ibs.),  exclusive  of  engine,  from  Moberly  to  Hannibal  over  grades  of  53/  and  6c/.  Curves 
of  i°  3r  occur  in  combination  with  the  6ox  grade. 

Between  Boonville  and  Sedalia  the  same  engine,  and  with  same  steam  pressure,  has  hauled  a 
freight  train  weighing  479|~§  tons,  exclusive  of  engine,  over  numerous  grades  of  6o/,  65' ',  70',  to  75'  per 
mile,  and  reverse  curves  of  1°  to  3°  on  heaviest.  Train  was  weighed  at  terminal  station  for  the  purpose 
of  this  statement. 

Neither  of  the  performances  above  noted  were  made  under  specially  favorable  circumstances,  but 
are  intended  as  rating  the  daily  duty  of  the  engine  hereafter. 

On  a  trip  of  143  miles  Engine  89  consumes  about  30  per  cent,  more  fuel  and  develops  40  per  cent, 
more  power  than  ordinary  American,  pattern  engines  with  I7//  X  24//  cylinders,  and  6o//  driving- 
wheels. 

Respectfully, 

(Signed)  G.  W.  GUSHING,^ 

Superintendent  of  Machinery. 

CLASS  8-30  D  ON  GRADE  OF  53  FEET  PUR  MILE. 

CHILLAN  AND  TALCUHUANA  RAILWAY. 

CONCEPCION,  CHILI,  November  7,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  heaviest  grades  of  this  line  are  one  per  cent.,  but  they  are  not  more  than  a  mile  long, 
so  that  a  good  run  takes  the  engine  over  them. 

The  i8//  X  24/x  Mogul  freight  engines  each  handle  40  to  45  cars  easily  on  them,  and  with  a  man  who 
can  take  advantage  of  the  road  more  can  be  taken. 

We  limit  the  load  with  these  engines  to  40  cars  for  nearly  one-half  the  run  where  we  have  two  or 
three  such  grades,  and  for  the  rest  of  the  distance  they  frequently  bring  from  50  to  60  cars.  Average 
weight,  19  tons. 

Yours,  etc., 

JOHN  E.  MARTIN, 

Locomotive  Superintendent. 


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BALDWIN  LOCOMOTIVE  WORKS.                                             105 

anged  driving-wheels,  either  the  front  and  rear  or  the  main  and  rear  pairs.  The  other  two  pairs  of 
ck  has  a  swinging  bolster  and  radius  bar,  the  same  as  in  the  "  Mogul"  type, 
or  anthracite  coal  as  fuel, 
der  is  47'  io//  when  brakes  are  on  all  tender-wheels.  A  turn-table  of  about  5O/  as  a  mrnimum  is 

FREIGHT  LOCOMOTIVES,  "CONSOLIDATION"  TYPE. 

GAUGE,  4  FEET  8X  INCHES,  OR  WIDER.  FUEL,  ANTHRACITE  OR  BITUMINOUS  COAL 

General  Design  shown  by  Engraving  and  Photograph  on  pages  1O2  and  1O4. 
DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  TWO  SIZES  OF  THIS  PATTERN. 

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This  type  of  locomotive  is  built  with  two  pairs  of  f 
:oupled  wheels  have  tires  without  flanges.  The  pony  tru 
The  form  of  fire-box  is  adapted  to  either  bituminous 
The  total  wheel-base  of  engine  with  8-  wheeled  ten 
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ILLUSTRATED    CATALOGUE. 


PERFORMANCE  OF  "CONSOLIDATION"  LOCOMOTIVES. 


ECONOMY  IN  FUEL  AND  WORKING  EXPENSES  OF  "CONSOLIDATION"  LOCOMOTIVES. 
PENNSYLVANIA  RAILROAD  COMPANY,  PHILADELPHIA  AND  ERIE  RAILROAD  DIVISION. 

WILLIAMSPORT,  PA.,  September  n,  1876. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — In  conversation  with  you  some  time  since,  I  promised  to  send  you  the  performance  of  the 
Class  I  engines  on  this  division  of  the  Pennsylvania  Railroad ;  in  compliance  with  which  promise,  I 
inclose  three  statements  showing  the  work  of  these  engines  from  January  i  to  July  I,  1876. 

Two  of  these  statements  ("A"  and  "  B")  are  copies  from  a  letter  from  me  to  Mr.  James  Dredge,  one 
of  the  editors  of  London  Engineering;  the  third,  "  C,"  containing  the  same  information  regarding  the 
Class  I  engines  in  use  on  the  Susquehanna  Division  of  the  Northern  Central  Railway,  from  May  I  to 
September  I,  1876. 

The  large  amount  of  work  done  by  these  engines  in  a  short  time  shows  that  they  do  not  need  the 
constant  repairs  which  some  people  assert  such  engines  would  require,  it  being  a  commonly  received 
opinion  that  although  Consolidation  engines  may  haul  more  cars  in  a  single  train  than  lighter  engines, 
they  could  not  do  so  much  work  in  a  given  time.  These  figures  leave  no  ground  for  such  fears.  The 
engines  are  hauling  trains  on  the  same  schedule  as  our  ordinary  lo-wheel  engines  work  on,  and  you 
understand,  of  course,  that  owing  to  fluctuations  in  traffic  we  often  have  to  run  engines  over  our  line 
empty,  or  with  half  trains,  so  that  the  average  train  is  very  much  below  the  usual  load.  The  maximum 
load  on  a  level  division,  with  which  we  expect  the  men  to  make  time,  may  be  taken  at  90  cars,  though 
on  one  day  we  hauled  no  cars  into  Harrisburg. 

Yours  respectfully, 

HOWARD  FRY, 

Superintendent  of  Motive  Power. 

(NOTE. — Class  I,  Consolidation  pattern,  cylinders  20"  x  24",  8  driving-wheels.     Class   D,  lo-wheel   pattern, 

cylinders  18"  x  22",  6  driving-wheels.) 

STATEMENT  "A." 
Average  Ibs.  of  fuel  per  car  mile.      Engines  of  Classes  I  and  D  compared. 


DIVISIOU. 

CLASS  I. 

CLASS  D. 

Western  (between  Erie  and  Langdon's,  heaviest  grade) 

3-8 

4-7 

Eastern  (between  Renovo  and  Jersey  Shore,  heaviest  grade) 

2.7 

3-5 

2.c; 

^.4 

STATEMENT  "B." 
Performance  of  I  engines  on  Philadelphia  and  Erie  Railroad  Division. 


ENGINE. 

DIVISION. 

ENGINE  MILEAGE; 

ACTUAL  MILEAGE  OF  CARS. 

Actual  No.  of  Cars  in  Train 
Hauled  each  Engine  Mile. 

1004 

Western. 

22.924 

887.163 

38.7 

IOI1 

Eastern.                            24.402 

1.730.310 

69.4 

BALDWIN  LOCOMOTIVE    WORKS. 


107 


STATEMENT  "  C." 
Performance  of  I  engines  on  Susquehanna  Division,  Northern  Central  Railway. 


ENGINE. 

DIVISION. 

ENGINE  MILEAGE. 

ACTUAL  MILEAGE  OF  GARS. 

Actual  No.  of  Cars  in  Train 
Hauled  each  Engine  Mile. 

13 

Susquehanna. 

10.592 

868.646 

82.0 

H 

M 

9.248 

744-973 

80.6 

PENNSYLVANIA  RAILROAD  COMPANY,  PHILADELPHIA  AND  ERIE  RAILROAD  DIVISION. 

WILLIAMSPORT,  PA.,  January  29,  1877. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Dear  Sirs, — We  send  you  herewith  a  sketch,  as  requested,  showing  the  performance  of  the  two 
Northern  Central  Consolidation  engines  which  are  working  on  the  Susquehanna  Division.  These 
engines  were  built  at  your  works  and  have  been  under  our  charge  about  eight  months ;  they  are  numbered 
13  and  14,  and  belong  to  the  class  of  engines  known  on  the  Pennsylvania  Railroad  as  Class  I. 

Underneath  their  performance  is  shown  that  of  the  best  lo-wheel  engine,  known  on  the  Pennsylvania 
Railroad  as  Class  D. 

No  particular  effort  was  made  with  either  of  them  to  get  excessive  mileage  out  of  them,  and  therefore 
we  show  the  performance  of  another  Class  I  engine  on  the  Eastern  Division  of  the  Philadelphia  and  Erie 
Railroad,  to  illustrate  the  amount  of  work  which  can  be  done  when  necessary.  You  will  see  in  the  latter 
case  that  41,000  miles  were  obtained  in  about  II  months'  work,  the  engine  having  been  in  shop  through 
accident  for  one  month. 

The  statement,  I  think,  explains  itself,  and  shows  that  had  the  work  done  by  Engines  13  and  14  been 
performed  by  a  lo-wheel  engine,  it  would  have  cost  11.7  cents  more  in  one  case  and  8  cents  more  in  the 
other  than  when  done  by  Consolidation  engines. 

We  believe  these  figures  will  be  materially  altered  by  further  experience,  owing  to  the  cost  of  the  10- 
wheel  engine  being  exceptionally  low.  You  will  understand,  of  course,  that  the  trains  hauled  by  each 
engine  are  not  maximum  trains,  but  are  the  average  trains  hauled  during  the  year.  Had  maximum  trains 
been  hauled  the  result  would  have  been  still  more  favorable  to  the  Consolidation  engines. 

Yours  truly, 

HOWARD  FRY, 

Superintendent  of  Motive  Power. 

Statement  of  performance  of  engines  of  Classes  D  and  I,  1876. 


ENGINES. 

EIPENSE  IN  CENTS  PER  ENGINE  MILE. 

i 

I 

1 

1                              |           h-  4            1 

d 

5 

j 

'§ 

•a 

Division. 

Mileage. 

1 

I 

i 

pa 

5  «=»' 

J 

o 

$ 

REMARKS. 

1 

j 

1 

1 
«• 

4 

Fuel. 

i 

A 

a 

Total. 

r 

1 

1 

VZ 

0 

-<i 

a 

s 

CQ 

1 

3 

3 

eg 

1 

13 

I 

Susq. 

19606 

64.8 

2.7 

7.6 

13-9 

.6 

14-5 

36.6 

48.3 

11.7 

8  months'  work. 

H 

I 

" 

19466 

64.5 

2.6 

6.9 

1  8.0 

"•7 

14-5 

40.1 

48.1 

8.0 

8       " 

D 

34-9 

3-5 

1.2 

"•3 

-5 

I3.0 

26.0 

20.7 

5-3 

Average  D  engine. 

IOII 

I 

East'n. 

41796 

55-5 

2.6 

4-1 

ii.  i 

-5 

I7.I 

32.8 

38.3 

5-5 

12  months'  work. 

r 


J. 


108 


IL  L  USTRA  TED    CA  TAL  O  G  UE. 


PENNSYLVANIA  RAILROAD  COMPANY,  PHILADELPHIA  AND  ERIE  RAILROAD  DIVISION. 

WILLIAMSPORT,  PA.,  December  27,  1877. 
J.  F.  ROBINSON,  ESQ., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Dear  Sir, — I  append  the  arriving  and  leaving  time  of  the  train  attached  to  N.  C.  Engine  No.  41,  on 
which  you  rode  between  Sunbury  and  Harrisburg,  October  27th  last,  together  with  weight  of  train  and 
radii  of  some  of  the  curves  on  the  line. 

The  train  consisted  of  87  cars  of  oil  and  13  cars  of  grain. 


Weight  of  grain      .... 
Gallons  of  oil,  327,267 ;  weight 

Light  weight  of  cars 

Weight  of  engine,  tender,  and  fuel  . 


312,000      Ibs. 
.     2,454, 502^    " 

2,766,502^  Ibs. 
.      2,014,700       " 
151,000       " 


4,932,202^  Ibs. 

Equal  to  22OI  tons  of  2240  Ibs.  each.     Length  of  train,  3127'  (excluding  engine  and  tender). 
The  time  of  arriving  and  leaving  of  train  was  as  follows : 


DISTANCES  PROM  BALTIMORE. 
MILES. 

ARRIVING. 

LEAVING. 

138 

Sunbury  .                   

IO.2O 

133 

Selin's  Grove  ....... 

10 

52 

126^ 

Treverton  Junction  ...... 

11.25 

I  2.  2O 

121% 

Georgetown     ....... 

12 

44 

I20X 

"           Water  Tank  

12.49 

12.52 

IIlX 

Millersburg      ....... 

I 

30 

I°5X 

Halifax    

I 

53 

99 

Clark's  Ferry  

2 

20 

92>£ 

Dauphin  ........ 

2 

4i 

The  radii  of  the  sharpest  curves  over  which  you  passed  were : 

Above  mile  post  129  (below  Selin's  Grove) 

"         116  (2  miles  north  of  Mahantango  Station) 
"         114,  Liverpool  Station  .... 
"  "         106^,  Armstrong  Creek 

"97/2 


1020' 
I300' 
1 510' 

1080' 
860' 


To  show  you  that  the  train  figures  given  are  not  exceptional,  I  have  added  a  statement  showing  the 
number  of  cars  hauled  by  Engine  No.  41  on  eastward  bound  trains,  in  the  month  of  October,  between 
Sunbury  and  Harrisburg. 

Yours  truly, 

(Signed)  HOWARD  FRY. 


(NOTE. — The   line  between   Sunbury  and   Harrisburg,  which  forms  the    Susquehanna  Division  of  the 
Northern  Central  Railway,  is  practically  level,  with  occasional  slight  declines  toward  the  east.) 


BALDWIN  LOCOMOTIVE    WORKS. 


109 


Statement  of  the  number  of  loaded  8-wheel  cars  in  each  east  bound  train  hauled  by  N.  C.  Engine 
No.  41,  between  Sunbtiry  and  Harrisburg,  during  the  month  of  October,  1877  : 

October  2d,  two  trips  of  90  each         .         .         .         .         .         .         .         .180  cars. 

"3d 9°  " 

"5th 93  " 

"       6th  .                         77  " 

"7th 90  '• 

"       8th  .        . 86  •• 

"pth 92  " 

"      loth .         .  90  " 

"      nth .  88  - 

"      I2th 90  " 

"      I3th 106  '• 

'•      I4th,  two  trips  of  90  and  91  each  .......  181  " 

•<      i6th 91  " 

'•       I7th 90  " 

"      l8th  .          .          . 91  " 

"      igth 85  " 

"      20th 90  " 

"      2ist 88  " 

"23d .  88  » 

"      24th 91  " 

"      27th 100  " 

"      28th 90  " 

•'      3Oth  ............  90  " 

"      3Ist 92  " 


26  trips. 


Total . 
Which  gives  an  average  of  90.3  cars  per  trip. 


2349  cars. 


PENNSYLVANIA  RAILROAD  COMPANY,  PHILADELPHIA  AND  ERIE  RAILROAD  DIVISION. 

WILLIAMSPORT,  PA.,  January  24,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co.,  PA.  : 

Gentlemen, — In  order  to  show  the  consumption  of  fuel  by  the  Consolidation  locomotives  as  compared 
with  other  classes,  I  copy  the  following  figures  from  our  October  report : 

SUSQUEHANNA  DIVISION,  N.  C.  R.  W. 


Engine  No. 


CLASS. 


io-wheeled,  D. 
Consolidation,  I. 


Car  Mileage. 


56,193 
188,000 

175^52 
204,861 
192,009 


Lbs.  Fuel  per  Car  Kile. 


Average  Train. 


38.5  cars. 

67.       « 

64.7  " 

65.8  « 
67.8     " 


It  is  only  occasionally  that  a  lo-wheel  engine  runs  on  the  Susquehanna  Division.  They  often  are  as 
low  as  2  Ibs.  per  car  mile.  In  all  these  figures  loaded  car  mileage  is  meant :  5  empties  reckoned  as  3 
loaded.  The  small  trains  are  caused  by  running  west  so  frequently  without  trains. 

(Signed)  HOWARD  FRY. 


~T 


IIO  ILLUSTRATED    CATALOGUE, 

CLASS  10-34  E  ON  GRADE  OF  96  FEET  PER  MILE. 

OFFICE  OF  THE  DOM  PEDRO  II.  RAILWAY. 

Rio  DE  JANEIRO,  May  25,  1871. 
MESSRS.  M.  BAIRD  &  Co. : 

Gentlemen, — The  large  engines  last  sent  us  give  satisfaction,  pulling  22  cars  up  the  Sierra  (grade  i' 
in  55')  where  the  old  ones  took  only  16  cars.  The  22  cars  weigh  with  their  cargo  320  gross  tons. 

WILLIAM   S.    ELLISON, 
OCKO —  Chief  Engineer. 

CLASS  10-34  E  ON  GRADES  OF  116  AND  145  FEET  PER  MILE. 

PENNSYLVANIA  RAILROAD,  TYRONE  DIVISION. 

TYRONE,  June  5,  1870. 
MESSRS.  M.  BAIRD  &  Co. : 

Gentlemen, — Engine  No.  1 1 1 1  was  first  run  up  the  mountain  on  Monday,  May  gth.  It  was  thought 
advisable  to  make  the  trip  without  attaching  a  train,  so  that  its  ability  to  traverse  the  sharpest  curves  might 
be  tested.  It  was  found  that  upon  curves  of  5747  radius  and  less  the  truck  wheel  on  the  inner  rail  was 
lifted  up  clear  of  the  rail  an  inch  or  more  for  distances  varying  from  iox  to  50',  caused  by  the  truck 
wheel  on  the  outside  rail  of  the  curve  binding  against  that  rail,  plainly  indicating  that  the  truck  had  not 
sufficient  swing  for  such  sharp  curves.  Your  engineer  on  returning  to  Tyrone  cut  out  the  hangers  enough 
to  give  4//  play  on  either  side,  and  this  proved  adequate  for  the  sharpest  curve  (16°  40'),  except  in  one 
or  two  spots  where  the  curve  was  somewhat  out  of  adjustment,  when  the  wheel  again  lifted  very  slightly. 

The  arrangement  of  this  truck  seems  to  be  admirably  adapted  to  enable  such  a  long  engine  to  pass 
freely  around  curves,  and  the  only  limit  I  see  to  its  application  is  the  one  that  the  rigid  wheel  base  would 
not  traverse,  provided  only  that  the  truck  was  given  a  swing  great  enough  to  conform  to  the  maximum 
curvature. 

The  next  day,  Tuesday  the  roth,  the  engine  was  again  tried  with  a  light  train  to  bring  it  fairly  down 
to  its  work,  when  the  performance  was  very  satisfactory. 

On  Wednesday,  May  nth,  the  trip  was  made  on  both  sides  of  the  mountain  with  the  following  result, 
viz. : 

On  the  maximum  grade  of  145'  (south  side),  with  no  Ibs.  pressure,  and  speed  6  minutes  to  the  mile, 
26  empty  cars;  weight,  197  tons. 

On  the  maximum  grade  of  n6/  (north  side),  with  no  Ibs.  pressure,  and  speed  6  minutes  to  the  mile, 
13  loaded  cars;  weight,  234^  tons. 

Second  trip,  16  loaded  cars;  weight,  301  tons. 

On  this  trip  the  pressure  was  120  Ibs.  and  the  speed  7j^  minutes  to  the  mile. 

In  regard  to  fuel  used  it  was  impossible  to  form  a  very  correct  idea  of  the  quantity,  from  the  limited 
extent  of  the  trial  and  the  engine  being  new,  etc.,  etc.  It  was  therefore  not  attempted. 

The  engines  we  use  on  the  mountain  are  rated  at  15  empty  cars,  or  about  120  tons,  on  the  145'  grade, 
and  10  loaded  cars,  or  about  190  tons,  on  the  I  i6r  grade.  This  is  a  fair  load  for  them,  and  would  compare 
with  the  performance  of  the  No.  nil. 

The  trial  for  many  reasons  can  only  be  taken  as  a  close  approximation.  To  determine  accurately  the 
best  result  would,  in  my  judgment,  require  a  much  longer  period.  I  am,  however,  led  to  believe  that 
200  tons,  or  25  empty  cars,  on  the  south  side,  and  15  loaded  cars,  say  285  tons,  on  the  north  side  of  the 
mountain,  would  be  a  fair  statement  of  the  capacity  of  engines  of  this  class  on  our  road. 

Yours  very  respectfully, 

(Signed)         GEO.  C.  WILKINS, 
<xx> —  Superintendent. 

CLASS  10-34  E  ON  GRADE  OF  96  FEET  PER  MILE  AND  CURVE  OF  400  FEET  RADIUS. 
LEHIGH  AND  SUSQUEHANNA  DIVISION,  CENTRAL  RAILROAD  OF  NEW  JERSEY. 

ASHLEY,  PA.,  September  20,  1871. 
MESSRS.  M.  BAIRD  &  Co. : 

Gentlemen, — In  reply  to  your  communication  soliciting  facts  relative  to  the  performance  of  the  Con- 
solidation class  of  engines,  I  would  submit  the  following  : 


1 


BALD  IV IN  L  O  CO  MO  77  VE    WORKS. 


We  have  5  of  these  engines  in  use.  Two  have  been  in  service  about  four  years,  and  the  remaining  3 
about  three  years.  During  this  time  they  have  been  doing  the  heaviest  kind  of  work. 

Traversing  Curves,  etc. — There  are  few  roads  in  this  country  with  sharper  curves  or  more  of  them  in 
a  given  number  of  miles  than  ours.  We  have  curves  on  the  main  line  of  about  400'  radius ;  conse- 
quently, the  curving  qualities  of  these  engines  are  severely  tested. 

Although  these  engines  are  very  heavy,  the  weight  is  so  evenly  distributed  throughout  their  whole 
length  that  we  consider  it  perfectly  safe  to  run  them  at  their  maximum  speed  over  all  our  bridges,  and 
for  the  same  reason  we  find  them  easy  on  the  rail  or  road-bed. 

Speed. — They  will  haul  on  a  level  track,  with  perfect  ease,  1600  tons,  at  a  speed  of  from  10  to  15  miles 
per  hour,  and  they  have  been  run  at  20  miles  per  hour. 

Steaming. — They  are  unsurpassed  for  their  steaming  qualities,  and  have  never  experienced  a  failure  in 
this  respect. 

Tractive  Power  on  Heavy  Grades. — On  the  northern  slope  of  the  mountain  we  have  13  miles  of  heavy 
grades.  From  Ashley  to  Laurel  Run  (8  miles)  the  grade  is  96'  per  mile,  and  from  Laurel  Run  to  Solo- 
mon's Gap  (5  miles)  64'  per  mile;  besides,  the  curvatures  are  frequent  and  very  sharp.  Forty  loaded  cars 
are  hauled  up  this  grade  (weighing  about  350  tons),  and  make  the  13  miles  within  an  hour. 

The  engines  are  constantly  ascending  and  descending  this  grade  (summer  and  winter)  with  no  other 
appliance  to  check  and  control  their  speed  than  the  ordinary  double  brake. 

Our  experience  with  these  engines  is  that  they  are  economical  both  in  the  'consumption  of  fuel  and 
cost  of  repairs. 

(Signed}         L.  C.  BRASTOW, 

Superintendent  of  Machinery. 


CLASS  10-34  E  ON  GRADE  OF  96  FEET  PER  MILE  AND  10  AND  14  DEGREE  CURVES. 

LEHIGH  VALLEY  RAILROAD,  WYOMING  DIVISION. 

WILKESBARRE,  December  12,  1871. 
MESSRS.  M.  BAIRD  &  Co. : 

Gentlemen, — We  have  now  in  service  10  locomotives  of  the  Consolidation  class,  constructed  at  your 
works.  The  first  engine  of  this  pattern  was  put  in  use  on  the  Mahanoy  grade  in  1866,  and  the  others 
have  been  added  from  time  to  time  for  working  this  and  other  inclines.  Our  experience  with  this  style  of 
engine  has  been  thorough  and  extended,  and  we  are  satisfied  as  to  their  qualifications  for  working  heavy 
grades  and  hauling  maximum  loads. 

The  result  of  our  experience  with  these  machines  may  be  stated  as  follows  : 

Steaming. — Anthracite  coal  is  used  as  fuel,  and  steam  is  generated  freely  and  abundantly. 

Speed. — These  engines  are  run  with  their  trains  at  speeds  of  from  10  to  20  miles  per  hour,  and  we 
have  occasionally  hauled  passenger  trains  with  them,  particularly  in  winter,  when  they  are  of  special 
service  in  clearing  the  track  of  snow. 

Traversing  Curves. — These  engines  are  run  on  parts  of  the  line  having  curves  of  4io/  radius,  and 
they  pass  these  curves  without  difficulty,  and  will  also  enter  short  curves  in  switches,  and  pass  around 
any  of  our  curves  as  readily  as  do  our  8-  or  lo-wheeled  engines. 

Wear  of  Track. — We  have  no  evidence  that  they  wear  the  track  more  in  hauling  trains  than  other 
engines. 

Loads  Hauled. — We  have  on  this  division  one  long  grade  of  \'  in  55',  or  96'  per  mile,  for  12  miles  in 
length,  with  curves  of  573''  radius,  several  of  them  being  reverse,  and  short  tangents.  The  regular  load 
of  these  engines  on  this  grade  is  33  loaded  cars,  which  is  equal  to  264  gross  tons  of  cars  and  lading. 
They  will  take  this  load  to  the  summit  in  one  hour,  carrying  125  Ibs.  pressure  of  steam,  and  have  occa- 
sionally exceeded  this  load  and  hauled  up  this  grade  35  loaded  cars,  equal  to  280  gross  tons. 

Descending  Grades. — We  use  no  appliance  for  retarding  the  engine  in  descending  grades  except  the 
tender  brake.  With  brakes  on  all  eight  of  the  tender  wheels  one  of  these  engines  is  held  without  diffi- 
culty on  the  grade  named. 

Consumption  of  Fuel  and  Stores. — The  quantity  of  fuel  and  stores  used  by  these  engines  is  less  in 
proportion  to  load  and  mileage  than  that  of  any  other  engines  we  have  in  service. 


-— « v — 
\ 

H2  ILLUSTRATED   CATALOGUE. 


As  a  practical  evidence  of  the  estimation  in  which  this  class  of  power  is  held  by  our  company,  I  may 
refer  to  the  order  recently  placed  with  you  for  5  more  of  these  engines  for  delivery  in  February  and  March. 

Yours  truly, 

(Signed]         A.  MITCHELL, 
— -ooo —  Division  Superintendent. 

CLASS  10-34  E  ON  GRADE  OF  45  FEET  PER  MILE. 

MISSOURI  PACIFIC  RAILWAY  COMPANY. 

OFFICE  SUPERINTENDENT  MOTIVE  POWER  AND  MACHINERY,  ST.  Louis,  Mo.,  January  30,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Gentlemen, — The  four  Consolidation  locomotives,  Nos.  107,  108,  109,  and  no,  came  to  hand  in  good 
order,  and  have  been  put  together  by  your  engineer. 

We  have  made  several  changes  in  minor  details  (which  we  think  are  improvements)  for  convenience. 
The  general  design  and  finish,  however,  are  very  satisfactory,  and  the  performance  of  Nos.  107  and  108, 
which  have  run  a  few  trips,  is  fully  up  to  our  expectations.  With  careful  firing  they  make  abundance  of 
steam,  and  haul  twice  as  many  cars  as  our  8-wheeled  locomotives  with  i6^'//  X  24X/  cylinders  and  57" 
driving-wheels. 

On  trial  trip,  No.  108  hauled  47  loaded  8-wheeled  cars  up  Marimec  grade,  which  is  4  miles  long,  45' 
to  the  mile,  and  combined  with  curves  varying  from  286$'  to  1433'  radius.  The  total  weight  of  engine, 
tender  and  train  was  about  lioo  tons  (of  2000  Ibs. ). 

So  far  we  are  very  much  pleased  with  them,  and  have  no  doubt  their  performance  will  recommend  the 
adoption  of  this  class  for  the  heavy  grades  on  this  road. 

Very  respectfully, 

(Signed)  JOHN  HEWITT, 

Superintendent  of  Motive  Power  and  Machinery. 


CLASS  10-34  E  ON  GRADE  OF  171  FEET  PER  MILE  AND  CURVE  OF  300  FEET  RADIUS. 

CUMBERLAND  AND  PENNSYLVANIA  RAILROAD. 

OFFICE  OF  THE  GENERAL  SUPERINTENDENT,  MOUNT  SAVAGE,  MD.,  May  31,  1872. 
MESSRS.  M.  BAIRD  &  Co. : 

Gentlemen, — Agreeably  to  my  promise  to  give  you  some  results  of  our  experience  with  the  two  Con- 
solidation pattern  locomotives,  Nos.  25  and  26,  introduced  upon  this  road  early  in  1870,  I  supply  below 
such  information  as  my  observation  justifies  : 

Traversing  Curves. — We  use  these  locomotives  daily  with  long  heavy  trains  upon  curves  of  300'  radius. 
No  instance  has  yet  occurred  of  running  off,  except  once  from  misplaced  switch.  Upon  easier  curves 
they  work,  of  course,  with  still  greater  facility ;  and  in  curving,  generally,  the  arrangement  of  the  pilot- 
wheels  is  so  admirable  that  I  do  not  hesitate  to  say  the  engines  curve  more  easily,  both  to  themselves  and 
the  track,  than  any  others  within  my  knowledge. 

Steaming. — They  steam  as  freely  as  could  possibly  be  desired. 

Speed. — On  account  of  the  character  of  our  road  and  business  (coal  transportation  almost  exclusively), 
our  trains  run  at  a  uniform  speed  of  9  to  10  miles  per  hour  only.  My  opinion  is  they  would  haul  heavy 
trains  on  a  level  road,  or  one  of  easy  grades,  safely  at  25  miles  per  hour. 

Tractive  Power. — We  have  never  tested  the  ultimate  power  of  the  engines,  but  can  say  what  they  do 
daily.  Over  a  section  of  our  road,  where  the  grade  is  171'  per  mile,  they  take  up  readily  on  dry  rail, 
without  sanding  rail,  32  empty  cars,  weighing  160  gross  tons.  My  opinion  is  that  with  the  use  of  sand 
they  would  take  up  a  load  equal  to  200  gross  tons. 

In  descending  grades  the  train  is  controlled  by  the  car  brakes — no  pulling  by  the  engine.  When  run- 
ning "  empty"  the  tender  brakes  suffice. 

One  point  you  do  not  ask  about,  and  it  enters  largely  into  any  comparisons  which  it  may  be  desirable 
to  institute — the  expense  of  maintenance. 


X 


BALDWIN  LOCOMOTIVE    WORKS. 


Upon  this  road,  where  we  steam  up  freely  in  ascending,  the  pressure  is  allowed  to  fall  in  going  down 
grades.  The  engines  make  2  to  2j^  round  trips  daily  over  a  section  of  17  miles.  The  variations,  there- 
fore, in  the  pressure  and  other  conditions  will  ever  make  the  service  severe  on  machinery. 

In  1870,  after  a  year's  severe  service,  our  locomotive  repairs  cost  the  average  of  35^  cents  per  mile 
run  for  all  our  3 1  locomotives. 

No.  25  ran  13,025  miles;  cost  5T9ff  cents  per  mile. 
"     26   "     11,908     "  "    7T67      "          " 

In  1871,  average  repairs  of  all  were  i7T8ff  cents  per  mile. 

No.  25  ran  18,825  miles;  cost  5     cents  per  mile. 
"    26  "    19,247    «          «     STV    « 

It  is  true  the  engines  are  comparatively  new.  They  have  had  no  accidents,  which  with  some  others 
served  to  raise  the  general  average,  but  still  the  relative  economy  secured  by  yours  are  so  marked  and  so 
decided  that  I  can  truthfully  say  that  in  all  respects,  service,  traction,  expense,  safety,  they  are,  in  my 
opinion,  the  most  admirable  freight  locomotives  ever  constructed. 

Yours  truly, 

C.    SLACK, 
— ooo> —  General  Superintendent, 

CENTRAL  RAILROAD  OF  NEW  JERSEY. 

OFFICE  OF  THE  ASSISTANT  GENERAL  SUPERINTENDENT,  ELIZABETH,  N.  J.,  May  17,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Dear  Sirs, — Yours  of  the  12th  inst.  is  at  hand  and  noted.  Memorandum  of  the  performance  of  the 
Consolidation  engine  is  correct,  as  follows : 

Phillipsburg  to  Hampton  Junction     .         .         .         .         .         .         .         .16  miles. 

Grade 23'  per  mile. 

Train  hauled 100  loaded  4- wheeled  coal  cars. 

Weight  of  each  car  empty          .         .         .         .         .         .         .         .    3^  gross  tons. 

Weight  of  load  in  each  car 6  gross  tons. 

Schedule  time .          i  hour  and  45  minutes. 

Quantity  of  water  consumed      .......     about  3000  gallons. 

Yours  truly, 

(Signed]        W.  W.  STEARNS, 

Assistant  General  Superintendent. 

The  following  letters  from  W.  B.  Strong,  Esq.,  Vice-President  and  General  Manager, 
Atchison,  Topeka  and  Santa  Fe  Railroad  Company,  and  from  Jas.  D.  Burr,  Esq.,  of 
the  Engineer  Department  of  the  Atchison,  Topeka  and  Santa  Fe  Railroad  Company, 
give  particulars  of  the  character  of  the  track  and  the  performance  of  a  Consolidation 
locomotive,  the  "  Uncle  Dick,"  shown  by  line  drawing  on  page  101,  and  which  is  sub- 
stantially the  same  as  Class  10-36  E,  page  105. 

ATCHISON,  TOPEKA  AND  SANTA  FE  RAILROAD  COMPANY. 

OFFICE  VICE-PRESIDENT  AND  GENERAL  MANAGER,  TOPEKA,  KAN.,  March  31,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — Your  favor  of  the  I7th  duly  at  hand.  "  Uncle  Dick"  has  hauled  9  loaded  cars, 
carrying  12  tons  on  a  car,  over  the  Switchback,  the  grade  being  316''  to  the  mile  and  16°  curve.  I  think 
it  not  unlikely  it  would  have  handled  i  more  car,  but  I  did  not  propose  to  take  any  chances  of  over- 
loading the  engine  on  that  track. 

Yours  truly, 

(Signed)  W.  B.  STRONG. 


114 


ILL USTRA  TED    CA  TALOGJJE. 


ATCHISON,  TOPEKA  AND  SANTA  Ft  RAILROAD  COMPANY. 
OFFICE  OF  THE  CHIEF  ENGINEER,  TRINIDAD,  COL.,  March  5,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — Your  favor  of  February  2Oth,  with  weight  and  dimensions  of  the  "Uncle  Dick"  received, 
for  which  please  accept  my  thanks. 

The  road  over  which  the  "  Uncle  Dick"  operates  is  15  miles  long:  Trinidad  to  Morley,  10  miles. 
Morley  to  New  Mexico  State  Line,  4  miles.  Switchback  is  2^  miles  farther,  to  cross  Raton  Mountain 
Range  while  the  Tunnel  (2OOO/  long)  is  in  the  course  of  construction. 

From  Trinidad  to  Morley  the  road  follows  the  valley  of  the  Purgatoire  River  for  2  miles ;  thence 
crossing  this  stream,  the  road  follows  up  Raton  Canon  with  nearly  a  uniform  gradient  of  2'  per  loo/ 
(105'  6//r  per  mile).  From  Morley  to  the  Tunnel  we  have  for  3  miles  of  the  way  a  maximum  of  3^' 
per  loo'.  On  this  portion  of  the  line  the  maximum  curve  is  10°  (574/),  and  on  all  curves  there  is  a 
compensation  at  the  rate  of  .O5/  per  degree  per  ioo/.  The  curves  are  very  frequent,  and  the  average 
curve  will  be  about  7°.  The  outer  rail  at  first  was  elevated  ^//  per  degree. 

On  the  Switchback  you  will  notice  from  the  map  I  send  you  that  the  maximum  curve  is  16°,  and 
gradient  6'  per  100'. 

Very  respectfully  yours, 

(Signed)  JAS.  D.  BURR, 

Assistant  Engineer. 

TRINIDAD,  COL.,  May  i,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Herewith  please  find  a  report  of  the  performance  of  the  locomotive  "Uncle  Dick,"  as  promised  you, 
on  our  Mountain  Division  of  this  road. 

The  engine  was  intended  more  especially  to  meet  the  requirements  of  operating  the  temporary  track 
over  the  mountain  during  the  progress  of  work  on  the  tunnel  at  Raton  Pass. 

DISTANCES  AND  GRADIENTS. 


Distance 
in 
Miles. 

Total  Rise. 
Feet. 

Total  Fall.       Grade  in  Feet 
Feet.             per  Kile. 

Maximum 
Curvature. 

Total 
Curvature. 
Degrees. 

Average 
Gradient  Feet 
per  Mile. 

Trinidad  to  Morley 

10 

800 

1-5 

105.6 

10° 

865°o6' 

80 

Morley  to  Tunnel    .     .           5.1 

766 

3-0 

184.8 

10°           945°44' 

150.2 

Switchback      ....            2.75 

275 

275 

316.8 

16°       ;io8i°i3/ 

On  the  2  per  cent,  incline,  Trinidad  to  Morley,  length  of  maximum  gradient  =  31,800'. 
On  the  3^  per  cent,  incline,  Morley  to  Tunnel,  length  of  maximum  grade  ===  I9,IOO/. 
The  275'  rise  on  the  north  side  of  the  mountain,  Switchback  line,  is  made  in  7ooo/,  there  being  also 
471^°  of  16°  curves. 

The  performance  of  the  "  Uncle  Dick,"  not  including  the  weight  of  engine,  is  as  below: 

On  2  per  cent,  gradients       ....     482^  tons,  hauled  at  8  miles  per  hour. 
"    3/2    "  "  ....     258^     "  "          8      » 

Switchback,  6  per  cent,  maximum          .          .      194         "  6      " 

The  last  rate  includes  also  the  time  consumed  in  opening  and  closing  6  switches. 

The  most  successful  day's  work  in  the  mountain  has  been  leaving  Trinidad  at  7  A.M.  with  15  loaded 
cars  and  tank  of  coal  and  water  to  Morley;  Morley  to  Tunnel,  10  loaded  cars;  Switchback,  during  the 
day,  46  loaded  cars  from  the  north  to  the  south  side,  and  bringing  back  as  many  in  return,  and  then 
reaching  Trinidad  again  at  7  in  the  evening.  During  the  day  2)4  hours  were  lost  in  waiting  for  connec- 
tions and  for  dinner. 

The  ordinary  round  trip  with  loads  over  the  Switchback,  2^  miles,  consumes  50  minutes.     Average 


BALDWIN  LOCOMOTIVE    WORKS. 


train,  7  loaded  cars  of  43,000  Ibs.  each,  and  tank  44,000  Ibs.,  although  8  cars,  and  at  one  time  9  cars, 
have  been  taken  over  the  temporary  line.  So  that  10  round  trips,  with  7  cars  each  trip,  can  readily  be 
made  during  any  one  day,  or  a  total  of  over  6,000,000  Ibs.  moved  over  the  Switchback  in  one  day  is 
entirely  within  the  locomotive's  capacity. 

The  performance  of  2  ordinary  American  engines  on  the  same  line  is  submitted  by  way  of  com- 
parison. Engines  coupled,  I  of  \"]"  X  24/r  cylinders,  the  other  i6//  X  24//  cylinders,  both  engines 
in  good  condition. 

Leaving  Trinidad  for  tunnel,  15  miles,  with  their  train,  and  returning  at  7  P.M.,  34  loaded  cars  was 
the  greatest  number  transferred  over  the  Switchback  in  one  day,  and  bringing  back  as  many  in  return. 
So  that  under  the  best  conditions  the  "  Uncle  Dick"  is  more  than  equal  in  capacity  to  2  ordinary  engines 
on  steep  incline,  while  the  cost  of  fuel  and  engine  service  is  but  little  more  than  for  I  engine  of  the 
American  type. 


Taking  the  2  per  cent,  gradien    the  resistance  is 
2  X  2000 


Gravity 


Wheel  friction 
Wind       (say) 


=     40      Ibs.  per  ton. 

=       6      Ibs.  per  ton. 
—       1.8  Ibs.  per  ton. 


Total  resistance,       47-8  Ibs.  per  ton. 
Traction,  including  weight  of  engine  = 

542-5  X  47-8  =  25931 
Weight  of  engine  on  drivers  ^  100,000 

25931  I 


Adhesion    = 


100,000 


On  the  6  per  cent,  gradient  we  have 

6  X  2000 
Gravity =120     Ibs.  per  ton. 


Wheel  friction 
Wind        (say) 


=       6     Ibs.  per  ton. 
—       1.8  Ibs.  per  ton. 


Total  resistance,    127.8  —  32461  Ibs. 


Traction  —  254  X  127.8  =  32461 


Adhesion 


32461 


100,000 


3.08 


The  above  loads  are  started  from  a  standstill  without  taking  the  slack  of  the  train,  and  without 
slipping  the  driving-wheels. 

The  difference  of  adhesion  on  the  2  per  cent,  and  on  the  6  per  cent,  gradients  is  owing  to  the  fact  that 
the  load  on  the  2  per  cent,  incline  is  not  the  full  load. 

The  locomotive  passes  readily  through  16°  curves,  when  the  outer  rail  is  elevated  at  a  rate  of  ^f' 
per  degree.  Respectfully, 

J.   D.  BURR, 

Assistant  Engineer. 
GEO.   HACKNEY, 
— -OQO —  Superintendent  I.,  and  C.  D. 

CLASS  10-34  E  ON  GRADES  OF  76  AND  126  FEET  PER  MILE. 

Locomotives  of  this  class  have  been  used  on  the  Lehigh  Valley  Railroad  since  1866,  in  which  year 
the  locomotive  "  Consolidation,"  from  which  the  class  has  taken  its  name,  was  built  by  the  Baldwin  Loco- 
motive Works  in  accordance  with  the  plan  and  specifications  furnished  by  Mr.  Alexander  Mitchell,  then 
Master  Mechanic  of  the  Lehigh  and  Mahanoy  Railrpad. 

On  this  division  of  the  Lehigh  Valley  Railroad,  over  maximum  grades  of  126'  per  mile,  the  maximum 
load  is  35  loaded  4-wheeled  coal  cars  (329  gross  tons  of  cars  and  lading),  and  the  usual  load  25  loaded 
4-wheeled  coal  cars  (235  gross  tons  of  cars  and  lading).  On  the  same  division,  over  a  grade  of  76'  per 
mile,  one  of  these  engines  draws  a  maximum  train  of  140  empty  4-wheeled  cars  (476  gross  tons)  at  a 
speed  of  8  miles  per  hour.  Its  usual  train  is  100  empty  cars  (340  gross  tons). 

On  the  Wyoming  Division  of  the  same  railroad,  from  Sugar  Notch  to  Fairview,  the  grade  is  i'  in  55' 
(96'  per  mile)  for  12  miles  in  length,  combined  with  curves  of  8°  and  10°  radius.  The  curves  are 
frequent,  and  there  are  but  two  tangents,  each  less  than  I  mile  long,  in  the  whole  12  miles.  Up  this 
incline,  engines  of  this  class  can  take  40  loaded  4-wheeled  coal  cars.  The  usual  train  is  35  such  cars, 
which  are  taken  at  a  speed  of  12  miles  per  hour.  The  cars  weigh,  each,  3  gross  tons  8  hundredweight, 
and  carry,  each,  6  gross  tons  of  coal.  The  weight  of  train,  therefore,  which  a  Consolidation  engine 
takes  up  the  grade  combined  with  curves,  as  stated,  is  from  329  to  376  gross  tons. 


Il6  ILLUSTRATED   CATALOGUE. 

CLASS  10-34  E  ON  GRADES  OF  96  AND  130  FEET  PER  MILE. 

LEHIGH  VALLEY  RAILROAD  COMPANY. 

SUPERINTENDENT'S  OFFICE,  MAHANOY  DIVISION,  MAUCH  CHUNK,  PA.,  May  8,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — Engine  No.  169,  Consolidation  pattern,  of  your  build,  came  on  this  road  March  25, 
1872,  and  in  the  first  five  years  made  a  mileage  of  112,008  miles.  Average  annual  mileage,  22,400 
miles. 

The  cost  for  repairs  during  the  five  years  was  $3739.50,  equal  to  .03"^  cents  per  engine  mile. 
The  work  done  by  the  engine  was  as  follows  : 

Average  number  of  empty  cars  on  a  grade  of  96'  per  mile,  100. 
"  "         "  loaded    "         "          "        130'          "          30. 

The  cars  are  4-wheeled  coal  cars,  each  weighing  about  3  tons  8  hundredweight,  and  each  with  a. 
capacity  of  about  6  tons  (of  2240  Ibs.)  of  coal. 

Truly  yours, 

JAMES  I.  BLAKSLEE, 

Division  Superintendent. 

CLASS  10-34  E  ON  GRADES  OF  53  TO  68  FEET  PER  MILE,  COMPARED  WITH  17X24 

"AMERICAN"  TYPE. 

CHICAGO,  BURLINGTON,  AND  QUINCY  RAILROAD  COMPANY. 
OFFICE  OF  SUPERINTENDENT  LOCOMOTIVE  AND  CAR  DEPARTMENTS, 

T.  J.  POTTER,  ESQ.,  AURORA,  ILL.,  August  19,  1880. 

ASSISTANT  GENERAL  MANAGER,  CHICAGO  : 

Dear  Sir, — In  reply  to  yours  of  July  3Oth,  requesting  answer  to  letter  of  Baldwin  Locomotive  Works, 
hereto  attached,  would  say  that  the  performance  of  Consolidation  engines  on  the  Iowa  Division  is  as  follows : 

The  engines  are  run  between  Creston  and  Chariton,  a  distance  of  60  miles,  which  run  Is  doubled, 
making  120  miles  each  day. 

The  maximum  grade  going  east  is  68.6/  per  mile,  n^oo7  long,  of  which  1400''  have  a  curvature  of 
2°  30';  1300''  a  curvature  of  3°;  and  loo/  a  curvature  of  2°  40'. 

The  maximum  grade  going  west  is  67.58''  per  mile,  7300'  long,  of  which  1400'  have  a  curvature  of 
2°,  and  2600'  a  curvature  of  3°  12'. 

Going  east  the  train  consists  of  29  cars,  engine,  tender,  and  way  car.  The  freight  cars  will  average 
1 5-ton  loads.  Going  west  we  can  haul  I  additional  loaded  freight  car. 

For  additional  data,  would  say  that  the  Consolidation  engines  will  haul  between  Burlington  and  Lefflers 
40  loads  and  way  car.  The  grade  is  52. S/  per  mile,  io,ioo/  long,  of  which  I2OO/  have  a  curvature  of 
2°  20',  and  2300'  a  curvature  of  i°  26/.  The  engines  will  stop  and  start  this  train  on  any  part  of  the  grade. 

Engine-men  on  Consolidation  engines  receive  the  same  pay  as  engine-men  on  the  ordinary  8-wheeled 
American  engine.  Only  I  fireman  is  employed,  but  an  additional  brakeman  is  needed  to  handle  trains. 

To  compare  the  performance  of  Consolidation  engines  with  our  ordinary  38-ton  8-wheeled  engines, 
\"]'r  X  24//  cylinders,  5-feet  driving-wheels,  will  state  that  these  engines  will  haul  between  Creston  and 
Chariton  18  loads  and  way  car  east,  and  19  loads  and  way  car  west.  They  will  haul  24  loads  up  Bur- 
lington grade. 

The  consumption  of  coal  for  both  classes  of  engines  for  a  period  of  3  months,  April,  May,  and  June, 
1880,  stands  as  follows  : 

Consolidation  engines,  Nos.  325  and  326,  average  miles  to  ton  of  coal       .          .     15.7 
I7//  X  24x/»  38-tons  engines      ..........     19.0 

Yours  truly, 

(Signed}  H.  B.  STONE. 

(NOTE. — The  tons  above  given  are  net  tons  of  2000  pounds  each.) 


118 


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BALDWIN  LOCOMOTIVE   WORKS.                                        I2I 

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DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  SEVEN  SIZES  OF  THIS  PATTERN. 

In  referring  to  any  of  the  above  classes,  it  should  be  stated  whether  a  locomotive  with  separate  tender  or  with  tank  on  boiler  is  meant. 
In  case  of  a  locomotive  with  separate  tender,  the  tender  can  be  4-wheeled,  6-wheeled,  or  8-wheeled,  as  preferred,  according  to  capacity  required. 
The  weights  given  in  above  table  and  the  figures  for  loads  to  be  hauled  are  predicated  on  locomotives  with  separate  tenders.  A  tank,  engine  of  any  given 
class  would  weigh  approximately,  when  tank  is  full,  8^  pounds  in  addition  for  each  gallon  in  tank.  Thus  Class  4-26  C  would  weigh  about  64,000  pounds, 
with  tank,  containing  900  gallons  of  water,  on  boiler.  The  tank  engine  could  also  draw  an  additional  load  equal  to  the  weight  of  the  tender  omitted,  —  say 
from  10  to  20  tons. 

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ILLUSTRATED    CATALOGUE. 


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f  ~~  —                                                                                                                                                                                              ^ 

BALDWIN  LOCOMOTIVE    WORKS.                                          129 

FOUR-WHEELS-CONNECTED  AND  TWO-WHEELED  TRAILING  TRUCK 
LOCOMOTIVES,  "FORNEY"  TYPE, 

FOR  SWITCHING  AND  LOCAL  SERVICE. 
GAUGE,  4  FEET  8X  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  COAL. 

General  Design  as  Photograph  on  page  128. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  SIX  SIZES  OF  THIS  PATTERN. 

This  plan  of  locomotive  is  especially  adapted  to  switching  service,  and  to  short  runs  at  moderate  speed,  and  where  a  limited  quantity  of  fuel  and  water 
will  suffice.  Having  six  wheels,  it  is  comparatively  steady  in  its  motion.  The  fuel  and  water  are  carried  at  the  back  end  of  the  engine,  on  and  in  the  tank 
over  the  truck.  The  driving-wheels  are  equalized  together,  so  that  the  weight  of  the  boiler  and  machinery  is  carried  on  equalizing  levers  midway  between 
the  driving-wheels.  The  pony-truck,  under  the  tank,  has  a  swinging  bolster  and  radius-bar. 
This  plan  of  engine  admits  of  a  large  fire-box  of  ample  length  and  width.  A  separate  tender  can  be  attached,  if  desired,  in  lieu  of  the  tank  behind  the  cab. 
The  weights  given  in  table  include  water  in  tank. 

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130                                                  ILLUSTRATED    CATALOGUE. 

^^*\ 

The  same  considerations  apply  to  the  above  classes  as  are  stated  on  page  129  for  the  "  Forney"  engines  with  pony  (2-wheeled)  truck.  The  use  of  the 
4-wheeled  truck,  however,  increases  the  tank  capacity,  and  also  makes  the  engine  ride  somewhat  more  smoothly.  In  this  respect  it  is  precisely  the  same  in 
principle  when  running  with  truck  ahead  as  the  "American"  pattern,  page  69,  as  it  is  carried  on  two  systems  of  equalized  wheels. 
Engines  of  Class  8-14^/5  C  are  used  on  the  New  York  Elevated  Railway  (Third  Avenue),  passing  curves  as  short  as  loo/  radius.  Similar  engines  are  also 
used  on  the  Atlantic  Avenue  branch  of  the  Long  Island  Railroad.  The  larger  classes  have  been  built  for  switching  service  and  short  runs  with  passenger  and 

freight  trains  on  various  lines.  The  weights  given  in  table  include  water  in  tank. 
J 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  EIGHT  SIZES  OF  THIS  PATTERN. 

FOUR-WHEELS-CONNECTED  AND  FOUR-WHEELED  TRAILING  TRUCK 
LOCOMOTIVES,  "FORNEY"  TYPE, 

FOR  SWITCHING  AND  LOCAL  SERVICE. 
GAUGE,  4  FEET  S'A  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  COAL. 

General  Design  as  Photograph  on  page  131. 

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BALDWIN  LOCOMOTIVE    WORKS. 


133 


PERFORMANCE  OF  "FORNEY"  LOCOMOTIVES. 


CLASS  8-18K  C  ON  GRADES  OF  53  TO  85  FEET  PER  MILE. 

THE  NEW  YORK  AND  SEA  BEACH  RAILROAD  COMPANY. 

OFFICE  OF  THE  PRESIDENT,  NEW  YORK,  October  25,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — The  performance  of  the  Forney  locomotives  built  by  you  and  put  in  service  on  the 
New  York  and  Sea  Beach  Railroad  in  July  last  is  indicated  in  the  following  figures : 

Distance  run,  Bay  Ridge  to  Coney  Island       .         .  6  miles. 

Maximum  grades  .......  53'  to  85'  per  mile. 

Minimum  curves    .......  500'  radius. 

Ordinary  train        .         .         .          .  4  passenger  cars. 

Weight  of  each  car        ......  8)4  tons. 

Average  number  of  passengers  in  each  car  50 

Number  of  stops  made  in  6  miles  ....  4 

Running  time         .......  15  to  1 8  minutes. 

Time  frequently  made    ......  14  minutes. 

Consumption  of  fuel  .          .          .          .  2O  to  25  R).  coal  per  mile  run. 

The  above  is  the  ordinary  work  done  by  each  of  these  engines. 

On  special  occasions  1 1  fully  loaded  passenger  cars  have  been  started  out  of  the  station  at  Bay  Ridge 
and  taken  over  the  road  at  slower  speed  than  as  above  stated  for  the  ordinary  train.  The  Bay  Ridge 
station  is  on  a  grade  of  60'  per  mile,  succeeded  by  a  grade  of  85 /  per  mile.  The  incline  formed  by  the 
two  grades  is  about  three-fourths  of  a  mile  long.  Other  shorter  grades  of  85'  per  mile  occur  between 
Bay  Ridge  and  Coney  Island. 

Yours  truly, 

R.  E.  RICKER, 
— <x>o> —  President. 

CLASS  8-18X  C  ON  GRADES  OF  58  FEET  PER  MILE. 
SOUTH  MANCHESTER  RAILROAD  COMPANY. 

SOUTH  MANCHESTER,  CONN.,  October  21,  1879. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — We  are  very  much  pleased  with  the  performance  of  the  "  Mount  Nebo." 
Our   road   is    2^  miles   long.     We   run    9  passenger  trains   and    I    freight   train   every  day.     The 
maximum  grade  is  58. 08'  to  the  mile,  and  the  shortest  curve  5°. 

We  run  our  passengers  and  freights  separate,  and  have  hauled  15  loaded  freight  cars  with  ease  over 
the  road.  Our  running  time  between  two  stations  (2^  miles)  with  a  passenger  train  of  I  to  3  cars  is  6 
minutes. 

Yours,  very  respectfully, 

RICHARD  O.  CHENEY, 

General  Manager. 


.JL 


'34 


ILLUSTRATED    CATALOGUE. 


LAKE  CHAMPLAIN  AND  MORIAH  RAILROAD  COMPANY. 

PORT  HENRY,  N.  Y.,  April  5,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  "  Champlain"  (Forney  pattern  engine)  does  our  work  cheaper  and  easier  than  the 
"Cedar  Point"  (engine  with  tender).  Our  maximum  grade  is  220'  to  the  mile;  our  shortest  curve  is 
1 6°  on  main  line.  She  can  haul  13  4-wheeled  ore-cars,  weighing  3  tons  each,  at  the  rate  of  10  miles  an 
hour,  or  2  double-truck  loaded  cars  weighing  40  tons. 

Yours  truly,     • 

E.  B.  REDDING. 


EMMETTSBURG  RAILROAD  COMPANY. 

EMMETTSBURG,  MD.,  April  21,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  Forney  pattern  of  engine  purchased  of  you  last  January  has  given  excellent 
satisfaction  in  her  general  working,  and  I  am  convinced  that  this  style  of  engine  must  come  into  general 
use,  combining,  as  it  does,  the  weight  and  the  power  in  such  comparatively  small  compass.  It  is 
economical  of  fuel,  easy  on  the  track,  and  is  equal  to  any  work  we  can  have. 

Respectfully, 

J.  TAYLOR  MOTTER, 
— <xo —  President. 

FLINT  AND  PERE  MARQUETTE  RAILWAY. 

EAST  SAGINAW,  MICH.,  April  7,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — The  locomotive  No.  44,  Forney  pattern,  was  ordered  and  built  as  a  switching  engine, 
and  has  been  retained  in  that  service  from  the  time  we  received  it  until  the  present,  sometimes  perform- 
ing heavy  work,  sometimes  light;  but  this  I  can  say,  that  as  a  switching  engine  it  has,  so  far,  given  entire 
satisfaction. 

Yours  truly, 

SANFORD  KEELER, 
— ooo —  Superintendent. 

CLASS  8-28^  C  ON  A  GRADE  OF  352  FEET  PER  MILE. 
MORGAN'S  LOUISIANA  AND  TEXAS  RAILROAD  AND  STEAMSHIP  COMPANY. 

NEW  ORLEANS,  August  n,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — In  reply  to  yours  of  6th  instant,  the  two  locomotives  you  furnished  for  our  ferry  approaches 
work  admirably,  being  able  to  start  or  stop  with  a  train  anywhere  on  the  incline,  which  is  \f  in  15'. 
At  this  time  the  water  is  high,  making  the  incline  shorter  than  when  the  water  is  low.  There  is  now 
about  150'  of  incline  holding,  say,  5  cars,  the  weight  of  each  car  being,  say,  9  tons,  and  carrying  from  10 
to  14  tons  of  lading,  the  total  weight  of  cars  and  lading  on  the  incline  being  from  95  to  115  tons.  At 
extreme  low  water  the  length  of  the  incline  will  be  about  3OO/,  or,  say,  9  cars  and  the  locomotive.  The 
engines  now  do  their  work  so  easily  that  I  am  satisfied  that  they  will  answer  all  purposes  they  were 
intended  for. 

Very  truly  yours, 

(Signed)          NEWELL  TILTON, 

Assistant  Sup't  and  C.  £. 


136 


C                          '                                                                          ^ 

BALDWIN  LOCOMOTIVE    WORKS.                                            !37 

"DOUBLE-ENDER"  TANK  LOCOMOTIVES, 

FOR  SWITCHING  AND  LOCAL  SERVICE. 
GAUGE,  4  FEET  8^  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  COAL. 

General  Design  as  shown  by  Photograph  on  page  136. 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  EIGHT  SIZES  OF  THIS  PATTERN. 

ype  each  pair  of  driving-wheels  is  equalized  with  the  adjacent  pair  of  truck-wheels.  Each  truck  has  a  swinging  or  sliding  bolster 
ines  can,  therefore,  pass  short  curves  freely,  and  are  especially  adapted  to  light  switching  service,  or  for  light  passenger  or  freight 
iilroads,  where  short  curves  are  to  be  traversed  with  some  speed,  and  where  it  is  desirable  to'  run  both  ways  without  turning. 
e  can  be  built  with  separate  tender,  if  desired,  instead  of  tank  on  boiler, 
jove  table  are  inclusive  of  water  in  tank. 

LOAD  IN  TONS  (OF  2240  POUNDS)  OF  CARS  AND  LADING. 
On  a  Grade  per  Mile  of 

!su 

•*    CO     g 
OO      t-i      ° 

S    o 

M««Iffft| 

**! 

CM* 

s  °  S. 

-8  S  8,  S  »  3.5  £ 

¥    «• 

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f.*- 

*•  XJ  B 

CO    **,     § 

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4 

SffffffiftBC 

*•   SCT    <=> 

f.  •*•  8 

IU9«Sffi 

11 

«&!§=  ||  S 

Weight 
in  Working  Order. 
Pounds. 

HI 

N"    T?  oo"    N"   oo"    pf  oo"    N" 

t 

§§§§§§§§ 

i^OO       TfO^-vO       OOO       N 

Capacity  of  Tank 
for  Water. 
8>4-Pound  Gallons. 

Ji 

1  |  «  I 

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i 

p 

1 

15  vO       OOO      C^       ^OOvO      O 

11 

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In  locomotives  of  this  t 
and  radius  bar.  These  eng 
traffic  on  city  or  suburban  n 
This  type  of  locomotiv 
The  weights  given  in  a 

^ 

oooooooo 

XXXX  X  X  X  X 

i 

uouuouou 

^•vOOO       O      N       *vOOO 

0606060606060606 

••«                                                                                                                                                                                               —          i 

138                                                  ILLUSTRATED   CATALOGUE. 

N 

Locomotives  of  this  type  are  adapted  to  similar  service  as  the  classes  previously  described  (page  85).  The  4-  wheeled  truck  under  tank,  however,  admits 
of  a  larger  tank,  and  hence  greater  capacity  for  both  water  and  fuel. 
Three  pairs  of  wheels  are  equalized  together  so  as  to  give  side  bearings  for  the  system  so  composed  ;  and  the  remaining  two  pairs  of  wheels  are  equalized 

together  so  as  to  form  a  centre-bearing  truck  or  combination.  The  weights  given  in  above  table  include  water  in  tank. 

J 

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  SIX  SIZES  OF  THIS  PATTERN. 

DOUBLE-ENDER  TANK  LOCOMOTIVES, 

FOR  LOCAL  PASSENGER  SERVICE. 

» 
GAUGE,  4  FEET  8/2  INCHES,  OR  WIDER.  FUEL,  WOOD  OR  COAL. 

General  Design  as  Photograph  on  page  139. 

1 

909999 

M            |»            M            tt            M            M 

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M           N           N           N           to           M 
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for  Water. 
8^-Pound  Gallons. 

If 

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.£ 


1 


BALDWIN  LOCOMOTIVE    WORKS. 


141 


PERFORMANCE  OF  "  DOUBLE-ENDER"  LOCOMOTIVES. 


CLASS  10-16?^  C  IN  LOCAL  PASSENGER  SERVICE. 

CAMDEN  AND  ATLANTIC  RAILROAD. 

SUPERINTENDENT'S  OFFICE,  CAMDEN,  N.  J.,  September  15,  1880. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gentlemen, — I  inclose  herewith  a  report  of  performance  of  No.  i  engine  (the  "  John  Lucas"),  which 
was  placed  on  the  road  in  March,  1878. 

The  mileage  and  cost  of  repairs  for  the  years  1878  and  1879  have  been : 


Tear. 

Mileage. 

Cost,  in  Cents,  per  Engine  Mile. 

Total  Cost,  in  Cents,  including  Wages  of 
Enginemen  and  Wipers. 

Repairs. 

Fuel. 

Oil,  Stores,  etc. 

Per  Engine  Mile. 

Per  Car  Mile. 

1878 
1879 

33,26l 
34,907 

X^F 
TUT? 

£ 

riftr 

15 

II 

"A 

The  daily  service  of  the  engine  is  as  follows : 


Trip. 

From 

To 

Distances. 
Miles. 

Kumber  of  Passenger  Care. 

Number  of 
Stops. 

Time. 
Minutes. 

I 

Atco  .     .     . 

Camden  . 

19.01 

/  I,  Atco  to  Haddonfield,  12  miles 
\  2,  Haddonfield  to  Camden,  7  miles  . 

9 
8 

}S8 

'{ 

Camden  .     . 
Haddonfield 

Haddonfield 
Camden  .     . 

6.74                                                       2 

6.74                                     2 

4 
8 

21 
20 

3{ 

Camden  .     . 
Haddonfield 

Haddonfield 
Camden  .     . 

6-74 
6-74 

; 

5 
5 

20 
2O 

<{ 

Camden  .     . 
Haddonfield 

Haddonfield 
Camden  .     . 

6.74 
6-74 

i 
i 

5 
4 

20 
20 

'{ 

Camden  .     . 
Lakeside 

Lakeside 
Camden  . 

"•73 
"•73 

2 

10 

8 

33 

33 

<{ 

Camden  .     . 
Haddonfield 

Haddonfield 
Camden  .     . 

6.74 
6.74 

2 
2 

8 
8 

20 
20 

'{ 

Camden  .     . 
Haddonfield 

Haddonfield 
Camden  . 

6.74 
6.74 

I 

8 
8 

20 
2O 

*{ 

Camden  .     . 
Haddonfield 

Haddonfield 
Camden  .     . 

6.74                                                       2 
6.74                                                       2 

5 
4 

20 
20 

9 

Camden  . 

Atco  .     .     . 

I9.OI 

/  2,  Camden  to  Haddonfield     . 
\  i,  Haddonfield  to  Atco     .... 

H 

5° 

I42  ILLUSTRATED    CATALOGUE. 


The  daily  run  is  143  miles,  and  the  engine  is  in  service  night  and  day,  with  two  engineers  and  two 
firemen. 

Average  daily  consumption  of  coal,  3984  pounds. 

Weight  of  passenger  cars  hauled,  31,850  pounds  each,  empty;  seating  capacity,  60  passengers  each. 
The  engine  has  frequently  made  the  Lakeside  trip  with  4  cars,  but  could  not  make  the  time  on  account 
of  so  many  stops,  losing  from  3  to  6  minutes. 

It  has  made  the  run  to  Atlantic  City  (58.6  miles)  with  i  and  2  cars,  taking  water  from  5  to  6  times. 
The  capacity  of  tank  (650  gallons)  when  engine  is  drawing  2  cars  is  sufficient  for  a  run  of  20  miles. 
The  highest  rate  of  speed  with  I  car  has  been  55  miles  per  hour  without  stops. 

The  maximum  grades  between  Camden  and  Haddonfitld  are  about  30'  per  mile ;  between  Haddon- 
field  and  Atco,  27'  per  mile,  3  miles  in  length. 

Very  truly  yours, 

F.  A.  LISTER, 
— ooo Superintendent. 

CLASS  8-18^  C  ON  GRADES  OF  40,  44,  AND  105  FEET  PER  MILE. 

COVINGTON,  KY.,  January  2,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co., 

PHILADELPHIA,  PA.  : 

Gentlemen, — Replying  to  yours  of  December  26th,  I  have  to  say  as  follows  : 

The  "  Double-Ender"  is  now  in  daily  use  hauling  an  accommodation  train  of  I  coach  and  i  baggage- 
car  21  miles  each  way,  making  an  average  of  10  stops  each  way,  and  at  a  speed  of  20  miles  per  hour. 
Maximum  grades,  44'  per  mile.  It  consumes  498  Ibs.  of  coal  and  uses  560  gallons  of  water  each  way. 
It  shifts  cars  during  the  day  in  the  yard,  and  handles  15  loaded  cars,  20  tons  each,  with  ease. 

On  special  occasions  it  has  hauled  2  coaches  and  I  baggage-car  at  a  speed  of  25  miles  per  hour, 
making  9  stops  in  the  30  miles  run,  and  using  in  the  distance  647  gallons  of  water  and  690  Ibs.  of 
coal.  Maximum  grade  on  this  run,  40'. 

The  engine  has  pulled  with  ease  4  loaded  cars  (80  tons)  up  a  105'  grade  4^  miles  long. 
The  tank  holds  water  sufficient  to  run  30  miles,  hauling  2  coaches  and  I  baggage  car,  and  the  coal- 
bunker  holds  an  abundance  of  coal  for  the  same  train  to  run  50  miles. 

Respectfully, 

(Signed)         J.   R.  LEDYARD, 

Assistant  Superintendent. 


T 


144 


1 


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SIX-WHEELS-CONNECTED  LOCOMOTIVES, 

^  WITH  SEPARATE  TENDERS  OR  TANKS  ON  BOILERS,  FOR  SWITCHING  OR 
*^g*^J[f  FREIGHT  SERVICE. 

==3^L  GAUGE,  4  FEET  Q/2  INCHES  OR  WIDER.  FUEL,  WOOD  OR  COAL,  n 

^^4-T  71  ffiiiFfFTlH1  "S 

\  ./  \  /'V  ^  1.  General  Designs  as  Photographs  on  pages  144  and  146,  and  as  annexed  Cuts.  

DIMENSIONS,  WEIGHTS,  AND  TRACTIVE  POWER  OF  SIX  SIZES  OF  THIS  PATTE 

--  fe 
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148 


ILLUSTRATED    CATALOGUE. 


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BALDWIN  LOCOMOTIVE    WORKS. 


INCLOSED  NOISELESS  LOCOMOTIVES, 

FOR    SWITCHING    OR    PASSENGER    SERVICE    IN    CITY    STREETS. 

The  classes  of  locomotives  described  in  the  tables  on  pages  118,  125,  128,  136,  and 
144  can  be  built  with  a  house  entirely  covering  and  concealing  the  boiler  and  most  of 
the  machinery,  as  shown  in  photograph  on  page  150. 

A  patent  exhaust  chamber  is  provided,  into  which  the  exhaust  steam  passes,  muffling 
the  noise  of  the  exhaust  sufficiently  to  render  it  unobjectionable.  The  steam  from  the 
cylinder  cocks  can  also  be  diverted  into  the  same  chamber,  if  desired. 

By  the  use  of  anthracite  coal  or  coke  as  fuel  no  smoke  will  be  shown.  Provision  can 
also  be  made,  if  required,  for  preventing  the  showing  of  most  of  the  exhaust  steam. 

By  these  means  locomotives  can  be  provided  available  for  service  in  the  streets  and 
suburbs  of  cities. 

Locomotives  of  this  description  have  been  constructed  for  the  following  companies : 
The  Long  Island  Railroad  Company,  The  Memphis  and  Charleston  Railway  Company, 
The  Richmond,  Fredericksburg  and  Potomac  Railway  Company,  The  Boston,  Lowell 
and  Nashua  Railway  Company,  and  the  Boston  and  Maine  Railroad  Company. 

Following,  we  give  letters  from  officers  of  several  of  the  companies  named,  with 
reference  to  the  workings  of  the  respective  engines  on  their  lines. 

MEMPHIS  AND  CHARLESTON  RAILROAD. 

MEMPHIS,  TENN.,  October  n,  1876. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &  Co. : 

Gents, — The  Dummy  engine  ("  Mayor  Flippin")  built  by  you  for  this  company  arrived  safe  and  was  put 
up  by  your  engineer.  She  works  first-rate  in  every  respect,  and  I  am  sure  she  will  do  work  that  she  is 
intended  for. 

Your  engineer  hauled  with  the  engine  ten  cars  up  the  Washington  Street  grade  with  ease. 
The  patent  exhaust  is  a  success  without  a  doubt,  and  I  think  is  the  best  thing  out  for  an  engine  that 
has  to  run  in  cities  and  towns. 

The  engine  came  here  with  wood-burning  grates  in  her,  and  I  had  to  take  them  out  and  put  our  coal- 
burning  grates  into  her. 

With  best  wishes,  I  am  yours,  etc., 

(Signed)         H.  N.  BURFORD, 
ooo —  Master  Mechanic. 

MEMPHIS  AND  CHARLESTON  RAILROAD. 

MEMPHIS,  TENN.,  June  18,  1878. 
MESSRS.  BURNHAM,  PARRY,  WILLIAMS  &.  Co., 

BALDWIN  LOCOMOTIVE  WORKS,  PHILADELPHIA,  PA.  : 

Gentlemen, — In  addition  to  what  I  have  heretofore  said  about  the  dummy  locomotive  "  Mayor  Flip- 
pin,"  I  can  further  state  that  the  engine  has  given  entire  satisfaction  up  to  date  and  does  its  work  well. 

The  patent  exhaust  is  a  success  without  a  doubt.  As  the  engine  passes  by  horses  in  the  streets  they 
do  not  notice  it  any  more  than  they  do  a  wagon.  Our  track  runs  through  one  of  the  most  active  busi- 
ness streets  in  the  city. 

The  "  Mayor  Flippin"  makes  from  three  to  five  trips  per  day ;  has  not  lost  a  single  trip,  and  has  not 
cost  us  a  cent  for  repairs. 

(Signed)         H.  N.  BURFORD, 

Master  Mechanic. 


r 


